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1990-02-20 CC Packet
AGENDA STILLWATER CITY COUNCIL February 20, 1990 • SPECIAL MEETING 4:30 P.M. REGULAR MEETING 1. Oak Glen Workshop. CALL TO ORDER UNFINISHED BUSINESS NEW BUSINESS 4:30 P.M. AGENDA 7:00 P.M. AGENDA 7:00 P.M. INVOCATION ROLL CALL APPROVAL OF MINUTES - Special Meetings, 4:30 & 7:00 P.M. - January 30, 1990 Regular & Recessed Meetings - February 6, 1990 INDIVIDUALS, DELEGATIONS & COMMENDATIONS STAFF REPORTS PUBLIC HEARINGS 1. This is the day and time for the continuation of the Public Hearing to • consider the request of Eileen V. Meister for a transfer of an Off -Sale Liquor License for a liquor store facility located at 117 West Churchill Street. Notice of the Hearing was published in The Courier on February 8, 1990. PETITIONS, INDIVIDUALS & DELEGATIONS (Continued) CONSENT AGENDA 1. Resolution Directing Payment of Bills (Resolution No. 8243) 2. Applications (List to be supplied at meeting). 3. Submission of claim received for damage to a resident's vehicle door from manhole cover to insurance agency. 4. Set Public Hearing Date of March 6, 1990 for the following Planning Cases: a. Case No. 619 - Modification of previously approved variance for a garage to convert second level storage area to living space at 424 W. Churchill St. in the RB, Two - Family Residential Dist., Gary & Mary Williams, Applicants. b. Case No. SUP /90 -2 - Special Use Permit to establish a five guestroom Bed & Breakfast, including special event activity at 210 E. Laurel St. 1 in the RB, Two - Family Residential Dist., Vern & Sharon Stefan, Applicants. c. Case No. SUP /90 -3 - Special Use Permit to establish a two guestroom Bed & Breakfast at 102 E. Cherry St. in the RCM, Medium Density Multiple - Family Residential Dist., David & Janel Belz, Applicants. d. Case No. SUB /90 -4 - Minor Subdivision for a 15,000 sq. ft. lot into two lots of 7,500 sq. ft. at 1214 No. First St. in the RB, Two - Family Residential Dist., Marian Konobeck, Applicant. e. Case No. V/90 -5 - 'lariance to Sign Ordinance to replace an existing twenty sq. ft. price sign with a twenty -five sq. ft. price sign at Brook's Food Market, 2289 Croixwood Blvd. in the CA, General Comm. Dist., Mark Ogren, Applicant. f. Case No. V/90 -6 - 'lariance to Sign Ordinance for a roof sign and two ten sq. ft. banners at 904 So. Fourth St. in the CA, General Comm. Dist., Toby B. Brill, Applicant. g. Case No. V/90 -7 - 'lariance to Parking Ordinance for a mixed retail /residential use at 904 So. Fourth St. in the CA, General Comm. Dist., At Last Distributing, Inc., Applicant. h. Case No. SUB /90 -8 •- Minor Subdivision of a 70,000 sq. ft. lot with a one -story building (Valley Dental Arts) into two lots of 31,601 sq. ft. & 38,399 sq. f:. at 1745 Northwestern Ave. in the Ind. Park /Ind. Dist., Charles N. Maragos, Applicant. COUNCIL REQUEST ITEMS STAFF REPORTS (Continued) COMMUNICATIONS /REQUESTS 1. Request for participation of City in Minnesota Clean Rivers Project. 2. Request from Mn. League of Cities for City to host a regional meeting. 3. NSP notice to Cities regarding electric rate increase. 4. Transportation Study Beard Interim Report. 5. Trip Study of Minnesotl Bridges 6. DNR Project Development Schedule for acquisition of Boat Access near NSP Plant. 7. Letter from Karl Ranum regarding extension of Variance for Case No. V/89 -32. 8. Letter from resident regarding use of lights at Lily Lake Tennis Courts & Ballfield. 9. Memo from Heritage Preservation Comm. regarding Old Baptist Church at 4th & Pine Streets. 10. Letter from City Attorney to Ass't. County Attorney regarding Government Center Environmental Assessment Worksheet. QUESTIONS /COMMENTS FROM NEWS MEDIA ADJOURNMENT 2 • • 350 PARK AVENUE NEW YORE, NEW YORK 10022 (212)415 - 9200 3 GRACFCHURCH STREET LONDON EC3V OAT, ENGLAND 01 -929 -3334 36, RUE TRONCHET 73009 PARIS, PRANCE 01- 42- 66 -39 -49 340 FIRST NATIONAL BANK BUILDING P 0 BOX 848 ROCHESTER. MINNESOTA 55903 (507)288 -3156 510 NORTH CENTRAL LIFE TOWER 445 MINNESOTA STREET ST. PAUL, MINNESOTA 55101 (612)227 -8017 Mayor and City Council City Hall 216 North Fourth Street Stillwater, Minnesota - 55082 Re: Ladies and Gentlemen: DOI SEY & WHITNEY A PARTNERSHIP INCLUDIHO PROFESSIONAL CORPORATIONS 2200 FIRST BANK PLACE EAST MINNEAPOLIS, MINNESOTA 55402 (612) 340 -2600 TELEX 29 -0605 TELECOPIER (612) 3W-2868 THOMAS S. HAY (612) 343 February 19, 1990 Information Report on Oak Glen Golf Course 1200 FIRST INTERSTATE CENTER 401 NORTH 30T STREET P. 0. BOX 7188 BILLINGS, MONTANA 59103 (406)252 -3800 201 DAVIDSON BUILDING 8 THIRD STREET NORTH GREAT FALLS. MONTANA 59401 (406)727-3632 1.27 EAST FRONT STREET MISSOULA. MONTANA 59802 (406)721 - 6025 315 FIRST NATIONAL BANK BUILDING WAYZATA, MINNESOTA 55391 (612)475 -0373 Enclosed herewith is an Information Report on Oak Glen Golf Course. This Report has been prepared by me based upon the information available at this time, and after having solicited and taken into account the views of the Oak Glen Development Company, the holder of its industrial revenue bonds relating to the Golf Course, the Oak Glen Homeowners Association Board, and other residents and members of the Oak Glen development and the Oak Glen Country Club, respectively. The report attempts to deal with, and suggests solutions for, problems created by the fact that the Oak Glen Country Club has members with certain rights, however limited, and has been previously operated as a semi - private golf course, whereas the City would be seeking to operate it as a public golf course. These solutions, while acceptable to many of the persons affected by them, are not acceptable to all, and additional work at providing different solutions may be required. I will be presenting and explaining the Report to you at your regular meeting to be held at 4:30 p.m. on Tuesday, February 20th, and I understand that you have called a public hearing on the question of whether the City should • Mayor and City Council February 19th, 1990 page two • • TSH:DAV Enclosure DORSEY & WHITNEY pursue and enter into negotiations for the purchase of the Oak Glen Golf Course for 7:00 p.m. on Tuesday, March 6th. I plan to be present at that hearing and to have Mr. Donald Barnett, of Banc One Leasing Corporation, present also to answer your questions concerning the pro forma operating statements for the Golf Course set forth in the Report. Very truly yours, / Thomas S. Hay • • INFORMATION REPORT ON OAK GLEN GOLF COURSE TO: Stillwater Mayor and City Council FROM: Tom Hay, Dorsey & Whitney DATE: February 19, 1990 I. Purpose: The purpose of this Report is to provide information to the City relating to the Oak Glen Golf Course (the "Golf Course ") and related matters, so that the City can determine whether it is interested in entering into negotiations to purchase the Golf Course. Toward that end the Report discusses certain terms and conditions upon which the City might purchase and operate the Golf Course and describes the likely financial impacts of these terms and conditions. II. Sources of Information: Certain financial data set forth herein was provided by the Oak Glen Development Company (the "Developer ") and City staff, one pro forma operating statement for the Golf Course was prepared from data provided by Banc One Leasing Corporation ( "BOLC ") and the other was prepared by THK Associates, Inc. for the County, and other financial schedules and computations were prepared by Springsted Incorporated in a format requested by me. All of this information would be subject to further examination, audit and refinement should the City determine to pursue the purchase of the Golf Course. III. Purchase Price: Financing: 1. Definition. The Golf Course comprises 159.67 acres of land containing an eighteen -hole championship course, a nine -hole executive course, an 18,000 square foot clubhouse, maintenance buildings, golf course maintenance and other equipment, and a small inventory of supplies and merchandise. As used herein the term "Golf Course" refers to all of the foregoing. 2. Rance of Purchase Price. A purchase price for the Golf Course which can be supported by Golf Course revenues could, based upon the pro forma operating statements set forth • in Exhibit B, range between $5,500,000 on the high side and $4,561,673 on the low side, depending upon a number of factors discussed below. • • 3. Replacement Cost. The Developer has represented and is prepared to verify that the capital cost of the golf Course, when built in the mid 1980's, was not less than $4,950,000, based on generally accepted accounting principles. This includes $1,155,000 for the 18,000 square foot clubhouse. Assuming this is correct, the replacement cost today at the same or a similar location would likely be in excess of $5,500,000. The Developer estimates today's replacement cost at the same location to be in excess of $6,500,000. These figures do include capitalized interest during the construction period, but do not take into account the losses incurred in the early years of operation of any golf course in Minnesota due to the time required for the course to reach full maturity. Figures obtained relating to two other metropolitan area golf courses tend to support the Developer's estimate. These figures are for a proposed municipal golf course in Inver Grove Heights and for Edinburgh USA, Brooklyn Park's golf course constructed in the last few years. The cost estimates or figures for these golf courses, are set forth in Exhibit A, are both in excess of $8,000,000. Some of the difference between these figures and Oak Glen is due to larger or more expensive clubhouse facilities than those located at Oak Glen, but neither cost tabulation appears to include capitalized interest during construction which is a very real and substantial part of the capital cost. 4. Plan of Finance. It appears that a purchase price within the range described above could be financed without issuing general obligation bonds, as follows: (a) Issuance of an installment purchase contract by the City which (i) would not be a general obligation of the City, (ii) would be payable from revenues appropriated annually for this purpose, (iii) would be terminable by the City at the end of any fiscal year without further obligation or liability, and (iv) would be secured by a mortgage on the Golf Course. (b) Issuance of revenue bonds of the City which (i) would not be a general obligation of the City, and (ii) would be payable solely from revenues of the Golf Course. Springsted Incorporated will have to determine which of these types of financing would be most cost effective. The total amount required to be financed, i.e. the principal amount of -2- • • • the installment purchase contract or revenue bonds, would depend upon the Golf Course purchase price. Financing illustrations discussed below use sample purchase prices of $5,500,000 and $4,561,673 In these cases the amount to be financed would be approximately as follows. Purchase Price Underwriter's discount Capitalized interest Costs of issuance Total to be financed $5,500,000 118,000 232,000 50.000 $5,900,000 -3- $4,561,673 100,000 288,327 56.000 $5,000,000 5. Golf Course Operations: Cash Flows. Two pro forma illustrations of the financial results of operation of the Golf Course which might be achieved by the City over a twenty -year period commencing in 1990 are set forth in the attached Exhibit B. Illustration No. 1, the most optimistic, was prepared from information provided by BOLC based upon a review of the Golf Course, a review of the Golf Course Market Analysis dated January 8, 1990, prepared by THK Associates, Inc., independent market research and analysis done by BOLC, and BOLC's knowledge and experience in the field of golf course construction, maintenance, operation and financing. Illustration No. 2 is a portion of the report of THK Associates, Inc. prepared for Washington County. The differences in these illustrations are primarily in the amount of revenues expected to be generated by the Golf Course. These differences will be discussed verbally. Illustration No. 1 may be viewed as too optomistic in certain respects, and Illustration No. 2 may be viewed as too conservative in certain respects. 6. Sufficiencv of Revenues Available for Debt Service: Schedules showing probable debt service on debt of the type and amounts described in paragraph 4, and the sufficiency of the annual Revenue Available (Illustration No. 1) or Net Operating Income (Illustration No. 2), as set forth in Exhibit B to pay such debt service are set forth in the attached Exhibit C. 6. Comparable Municipal Operations. Certain information on two local municipal golf course operations -- Bunker Hills in Coon Rapids and Braemar in Edina -- is set forth below: 1 • 1989 Number of 18 -Hole Round Eauivalents 43,821* 1989 1989 Greens Fees Number of and Other 9 -Hole Prices Exec Rounds Per round ** 29,730 47,397 28,876 BUNKER HILLS $16.00 Reg WK /D 16.00 WK /End 9.00 9 Hole Std. 19.00 Cart 18 10.00 Cart 9 * Includes 3,840 junior rounds ** Discount and outside group programs not shown. BRAEMAR -4- 1990 Greens Fees and Other Prices Per Round $16.00 Reg. WK /D 17.00 WK /End 10.00 9 Hole Std. 20.00 Cart 18 10.00 Cart 9 $14.50 18 -Hole Std. 9.00 9 -Hole Std. 18.00 Cart 18 10.00 Cart 9 These figures were obtained from these cities. Each of these golf courses comprises an 18 -hole regulation course and a 9 -hole executive course. However, they are located in areas with somewhat better demographics and have been in operation for a long time and thus should not be treated as indicative of the levels of play Stillwater might achieve in 1990 or 1991. Again, discount and outside group programs are not shown, but material relating to the overall programs at these golf courses is included in the attached Exhibit D so that you can get an idea of what types of programs the City might want to consider if it purchases the Golf Course. 7. Application of Purchase Price. A contract of purchase of the Golf Course to be entered into between the City and the Developer would require application of the purchase price to certain indebtedness of the Developer necessary to provide marketable fee title to the City, and could, if the • • purchase price is in excess of such indebtedness, require application of the balance of the purchase price to items of benefit to the City, as follows: (a) $5,500,000 Purchase Price: Oak Glen delinquent tax and assessments First mortgage bonds Second mortgage -local banks Land contract balance Escrow 1990 taxes - Golf Course Escrow 1990 taxes and assessments (unsold lots) Of the $1,589,708 of delinquent ad valorem taxes and special assessments, $969,892 for delinquent assessments, approximately $100,000 for delinquent taxes, and a portion of $140,744 in penalties due, and $72,618 in interest due, would be payable to the City. The $300,000 balance of delinquent taxes and a share of any penalties and interest due would be payable to the County and the School District. (b) $4,561,673 Purchase Price: Oak Glen delinquent taxes and assessments First Mortgage bonds Second Mortgage -local banks Land contract balance -5- $1,589,708,x, 3,006,750 650, 000 100,0001 60,000A 93,542 $5,500,000 This Purchase Price would enable the Developer_to pay a large share of its indebtedness, to pay all delinquent ad valorem taxes and special assessments with respect to the Oak Glen Development and Golf Course, to remove all mortgage liens from the Oak Glen Development and the Golf Course, to proceed with one or more "bulk" sales of lots to established builders, and to proceed with the sale of individual lots to members of the public at more affordable prices, resulting in additional development and tax revenues for the City, the County and the School District. This, in turn, would likely result in the payment of debt service on the City's outstanding $4,390,000 General Obligation Improvement Bonds, Series 1984A (the "Improvement Bonds ") (or bonds issued to refund them), with the levy of little or no ad valorem taxes. Any levies may be avoided by a refunding in 1994 and /or improved interest earnings on invested funds. See Part IV and Exhibit F. $904,923 2,906,750 650,000 100,000 $4,561,673 • This purchase price would not be sufficient to pay all delinquent taxes and assessments ($684,785 deficit), and would provide no moneys which the Developer could escrow for 1990 taxes and assessments. It also assumes that the First Mortgage Bond Trustee would accept a $100,000 discount on the amount owed to it to settle the debt. This could be justified to achieve a quick settlement and to avoid legal fees and costs. No further discount on the second mortgage which the local banks have agreed to reduce by over $1,000,000, and no discount on the land contract, are thought to be available. This purchase price might allow the Developer to accomplish the U.S. Homes land sale discussed below, but would not leave the City's Improvement Bond, Series 1984A Debt Service Fund in as good condition as a sale at a higher price unless a portion of the U.S. Home Lot sale proceeds were applied to pay the balance of the delinquent taxes and special assessments. In view of the Developer's other indebtedness, this is probably not possible. 8. Developer's Potential Lot Sale. The Developer has entered into a written agreement to sell between 110 -119 lots in the Brown's Creek area of the Oak Glen Development to U.S. Homes for an average purchase price of $17,500 per lot. The sale is contingent upon the Developer's ability to deliver the lots free and clear of all tax, special assessment and mortgage liens. Assuming the City purchases the Golf Course and the Purchase Price is applied as shown above, and the Developer was allowed to pay delinquent and current taxes and special assessments on these lots first out of the Golf Course purchase price, the Developer could deliver the lots lien -free to U.S. Homes by paying to the City the remaining amount of special assessments of $9,658.00 per lot or $1,149,312 on 119 lots out of the lot purchase price. This amount would be deposited in the City's Improvement Bond Debt Service Fund. After payment of a $50,000 real estate commission to -Palmitier Financial for arranging the sale, the $883,188 balance of the U.S. Homes lot sale proceeds would be available to pay the Developer's remaining indebtedness which, under the two Golf Course purchase price scenarios discussed above would be as follows: Remainina Indebtedness $5.500.000 Purchase Price Balance 1990 taxes assessments (unsold lots) Unsecured bank loans (assumes $100,000 discount) Trade payables, payroll, overhead Income taxes Legal and financial fees $ 74,743 341,000^ 200,000• 142,800` 75.000 - $833, 543 This would leave the Developer $50,000 for working capital. -6- • • Remaining Indebtedness $4.561.673 Purchase Price Delinquent taxes and assessments 1990 taxes and assessments Unsecured bank loans (assumes $100,000 discount) Trade payables, payroll, overhead Income taxes Legal and financial fees $684,785 240,285 341,000 200,000 142,800 75.000 $1,683,870 This would leave the Developer with a deficit of $850,333. This deficit would have to be financed from new borrowing or future lot sales. Assuming the Golf Course is not purchased as shown above the U.S. Homes lot sale could be completed only if the first mortgage bond trustee were to agree to waive its scheduled release fee for each lot. The trustee has been asked to agree and has agreed to reduce its scheduled release fee for three of the lots on which home models are to be constructed, but a waiver with respect to the rest of the lots seems unlikely. 9. Impact on Developer's Investment and Loss. As of December 31, 1989, the Developer's balance sheet, as prepared by its accounting firm, shows: assets of $7,956.705 - liabilities of $14,710,486 partners' deficit of ($ 6.753.781) $ 7.956.705 If the Golf Course were sold for $5,500,000 and the U.S. Homes lot sale were completed and the balance of the lots (139 single - family and 70 townhouse) were sold over a one to eight year period as outlined in Exhibit D, the Developer estimates that the Partner's Equity in the Oak Glen Development would still be a negative $5.7 million to $4.4 million. A letter from the Developer's accountant to this effect is attached as Exhibit E. Of course, the favorable impact of the transactions on the Developer's financial condition would be less if the Golf Course were sold at either of the two lower figures. Note: At the last minute the Developer asked that Exhibit E be withheld from this Report. Developer will present if purchase negotiations are undertaken. -7- • • • IV. City's Improvement Bond Debt Service Fund: 1. Condition of Fund. After payment of debt service due on the City's Improvement Bonds, Series 1984A on February. 1, 1990, the City had $235,000 on hand for payment of debt service coming due on the Improvement Bonds on August 1, 1990. Assuming no additional lot sales in 1990, this amount would grow to approximately $245,000 by August 1 and would be sufficient to pay the $210,056.25 of interest coming due on the Improvement Bonds on that date. Debt service on the Improvement Bonds coming due during the period February 1, 1991, through August 1, 1993, the last interest payment date before such bonds could be refunded, is as follows: 2 -1 -91 $355,056.25 ] 8 -1 -91 204,038.75 ] 2 -1 -92 364,038.75 ] 8 -1 -92 197,238.75 ] 2 -1 -93 392,238.75 ] 8 -1 -93 189,626.75 ] If no lot sales are made and the Golf Course is not purchased, until such time in the legal process as the mortgage holders find it necessary to pay delinquent taxes and special assessments in order to prevent their losing the property, the City would have to provide for the payment of the debt service from other sources. The primary source would be ad valorem taxes levied on all taxable property in the City. The City's total ad valorem tax levy for 1990 was $3,325,277. If the City levied the full amount of $550,000, it would represent a 16 -17% increase; and the City's Finance Director estimates that this would result in a tax increase ranging from $85 - $130 for houses ranging in value from $80,000 to $100,000, respectively. If the Golf Course is purchased, the U.S. Homes sale is completed, all delinquent taxes and special assessments are paid in full, and all remaining special assessments on the U.S. Homes sale lots are paid, the City's Improvement Bond, Series 1984A Debt Service Fund would be in excellent condition, no tax levy would be necessary in the next few years, and very possibly no tax levy would ever be required to be made for the Improvement Bonds. This is illustrated by the computations set forth in the attached Exhibit F. It is difficult to say what the ultimate impact of a sale of the Golf Course for the $4,561,673 purchase price would be, but no tax levy would be required for the next several years, especially if the U.S. Homes lot sale were completed. -8- Yearly Total $559,095.00 $561,377.50 $581,865.50 • V. Homeowners - Golf Club Member Concerns: Solutions: • 1. Concerns. Attached hereto as Exhibit G is a list of concerns relating to the purchase and operation of the Golf Course by the City. This list was provided by the Oak Glen property owners and golf club members. The concerns are stated exactly as given. 2. Solutions. Set forth below are suggested answers or solutions to the concerns listed in Exhibit E: (a) Concerns 2, 3, 5, 6, 7, 8, 11, 13, 15 and 16 have to do with the operation of the Golf Course by the City. These concerns could be met as follows: (i) by including requirements relating to many of them in the contract of purchase for the Golf Course between the City and the Developer, (ii) the adoption of an ordinance by the City specifying rules and regulations addressing many of them, and (iii) by the establishment by the City of a Golf Course Advisory Committee which would include representatives of City government, of the Oak Glen Development homeowners, and of the general public, as well as the Golf Course Manager. The Advisory Committee could make recommendations and monitor and review performance on all matters expressed as concerns._ However, it is probably not feasible to give the Oak Glen Development homeowners and Club owners a veto power as to Golf Course Management which would be employed by the City. (b) Concern 6 can be met by allowing the use of and establishing a trail fee for golf carts which are presently owned by golf club members in the Oak Glen Development. (c) Concern 8 has been solved in part but could be further addressed by the addition of mature trees to the golf course at strategic locations. (d) Concerns 4 and 10 are the legal rights (at least to some extent) of the existing property owners, but the City can address these concerns in the Golf Course Purchase Agreement by imposing necessary requirements on the Developer. (e) Concern 9 can be addressed by the City's actively seeking to have property values determined by the County Assessor reviewed as to reasonableness. (f) Concern 14 cannot be addressed at this time without jeopardizing the tax - exempt status of debt issued to finance the Golf Course by the City. -9- • • (g) Concern 15 is or can be covered by certain statutory limitations and liability insurance to be acquired by the City. These risks are the same as those faced and provided for by the current owner and by other cities operating golf courses and other recreational facilities. (h) Concerns 1 and 12 can best be handled by granting to existing lot owners and golf club members the right to (i) play a specified number of eighteen -hole rounds of golf (or equivalent) for a specified number of years at specified prices, and (ii), during that period, to have advance tee time reservation privileges, as follows: 100 18 -hole rounds per year (or equivalent) 5 -year period (except non - homeowner rights would be non - transferable) Annual Fee: 7 -day advance reservation privilege with twenty -four hour cancellation requirement and non - cancellation charge A contract would be entered into with each existing lot owner and golf club member granting these rights, and assuring the City that the lot owners would cooperate with the City in a proceeding to eliminate real estate covenants relating to the golf course memberships. During the five -year period when these rights were in effect, other residents of the City would be given the right to purchase season play tickets at somewhat higher rates and to purchase 48 -hour advance reservation privileges. After the five -year period ends, all lot owners, club members and City residents would have the option to purchase season play privileges and advance reservation rights on the same basis. Discussions with the Oak Glen homeowners and club members indicates that they may also want a return of a portion of their membership fees from the Developer. The Developer, on the other hand, does not appear to have moneys sufficient to make such a payment, especially at the lower Golf Course purchase price. -10- $1,200 in 1990; $1,280 in 1991; $1,360 in 1992; $1,440 in 1993; and $1,520 in 1994 • • 3. Other Related Matters. In the Golf Course Purchase Agreement the Developer will agree to amend existing Oak Glen Project real estate covenants to eliminate the right of a new lot purchaser to gain "membership" or other rights with respect to the Golf Course. 4. Golf Course Manaaement. The Developer proposes that it be employed to serve as General Manager of the Golf Course for 1990. As General Manager, it would be responsible for carrying out policies established by the City for both golf course and clubhouse operations. The Developer states that this proposal is made for several reasons: (i) the golf season commences on or about April 15th, and there is not time to employ another manager; (ii) the Developer is, of course, very familiar with the operation; (iii) a smooth transition to new management and to establish a new relationship with the Oak Glen real estate operation are needed; and (iv) by 1991 the City will have time to review other successful municipal operations, to select an appropriate management structure and, if desired, to select a new manager. Also, the Developer has entered into a contract with St. Croix Catering, Inc. providing for the operation of the restaurant and bar in the Golf Course clubhouse for the year 1990; has entered into a contract with golf professional Greg Stang to provide golf professional services for the 1990 season; and has entered into a contract with Peter Mogren to act as golf superintendent for the 1990 and 1991 seasons. Copies of these agreements are attached hereto as Exhibit H. If the City does not wish to have the Developer manage the Golf Course in 1990, different arrangements would have to be made. If the City does not want to honor the contracts mentioned above, negotiations would have to be conducted to eliminate them. • • • E X H I B I T A CAPITAL COST ILLUSTRATIONS EDINBURGH USA -- BROOKLYN PARK PROPOSED GOLF COURSE -- INVER GROVE HEIGHTS j3 IBLIC GOLF COURSE VALUATION MODEL Prepared for: OAK GLEN DEVELOPMENT COMPANY Prepared by: MERICOR FINANCIAL SERVICES, INC. • 29- Aug -89 Golf course: Unit Item Unit Quantity Price Cost Land acres 158 12,658 2,000,000 *all land donated except 10 acres A Regulation golf holes hole 18 111,111 2,000,000 10,000 /acre Executive golf holes hole 0 Irrigation system -TORO hole 18 22,222 400,000 1 house, Pump house each 2 pumps 50,000 Water well & piping each 2 (1,400 /gal. /min.) Cart paths linear feet 30,000 1.20 36,000 parking lot spaces 402 373 150,000 entrance road linear feet 1,500 71 107,000 Maintenance buildings each 2 175,000 350,000 Other or misc exp(equip) 500,000 • ubcuse square feet 32,000 88 2,800,000 TAL 8,393,000 Locker rooms Dining room Grill room Card room Pro shop Rounds 18 holes 9 holes Sreen fees 18 holes 9 holes Cart fees 18 holes 9 holes urce: ennis Palm City of Brooklyn Park 424 -8000 EDINBURGH USA Brooklyn Park, Mn. YES/ NO NO YES) NO YES ; NO 1988 est. 1989 42,197 43,000 17.00 resident Cr-- 21 .00 non- resident > 20.00 GOLF4 PUBLIC GOLF COURSE VALUATION MODEL Prepared for: OAK GLEN DEVELOPMENT COMPANY Prepared by: MERICOR FINANCIAL SERVICES, INC. • 29- Aug -89 Golf course: PROPOSED INVER GROVE HEIGHTS GOLF COURSE (EST. 1990) Inver Grove Heights, Mn. Unit Item Unit Quantity Price Cost Land acres 303 6,000 1,818,000 Regulation golf holes hole 18 95,000 1,710,000 Executive golf holes hole 9 75,000 675,000 Irrigation system hole 27 12,000 324,000 1 house, Pump house each 1 pump 70,000 70,000 Water well & piping each 1 14,000 14,000 Cart paths linear feet n/a 75,000 75,000 Parking lot spaces 150 2,500 375,000 Entrance road linear feet 1,800 60 108,000 Maintenance buildings each 2 100,000 200,000 clearing, shelters, diliher or misc exp(equip) scaping, benches & design fees 620,650 Clubhouse square feet 16,403 145 2,380,000 *3 -phase build out, minimum estimate TOTAL 8,369,650 Locker rooms YES NO Dining room YES NO Grill room YES NO Card room YES NO Pro shop YES NO est. 1991 est. 1992 Rounds 18 holes 40,170 43,102 9 holes 10,042 10,775 Green fees 18 holes 12.00 12.00 9 holes 8.00 8.00 Cart fees 18 holes 9 holes 40 1. 8 1 8 rce: Golf Course Feasibility Study Prepared by: Barton- Aschman Associates, Inc. for the City of Inver Grove Heights • E X H I B I T B ILLUSTRATION 1 ... BANC ONE LEASING CORP. ASSUMPTIONS • ILLUSTRATION 2 ... THK ASSOCIATES, INC. ASSUMPTIONS • City of Stillwater, Minnesota Oak Glen Golf Course Feasibility Study Operating Year 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 9 -hole Rounds 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000' 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 10,000 9 -hole Avg. Rate 7.00 7.00 8.00 8.00 9.00 9.00 10.00 10.00 11.00 11.00 12.00 12.00 13.00 13.00 14.00 15.00 15.00 16.00 16.00 17.00 18 -hole Rounds 36,790 38,150 39,510 40,866 43,580 44,880 46,180 47,480 48,780 48,780 48,780 48,780 48,780 48,780 48,780 48,780 48,780 48,780 48,780 48,780 18 -hole Avg. Rates 16.00 17.00 18.00 19.00 20.00 20.00 21.00 21.00 22.00 22.00 23.00 23.00 24.00 24.00 25.00 25.00 26.00 26.00 27.00 27.00 Total Green Fees 658,640 718,550 791,180 856,454 961,600 987,600 1,069,780 1,097,080 1,183,160 1,183,160 1,241,940 1,241,940 1,300,720 1,300,720 1,359,500 1,369,500 1,418,280 1,428,280 1,477,060 1,487,060 Number of Cart Rentals 20% of 18 -hole Rounds 7,358 7,630 7,902 8,173 8,716 8,976 9,236 9,496 9,756 9,756 9,756 9,756 9,756 9,756 9,756 9,756 9,756 9,756 9,756 9,756 Cart Fee Rate 16.00 16.00 17.00 17.00 18.00 18.00 19.00 19.00 20.00 20.00 21.00 21.00 22.00 22.00 23.00 23.00 24.00 24.00 25.00 25.00 Gross Cart Rentals 117,728 122,080 134,334 138,944 156,888 161,568 175,484 180,424 195,120 195,120 204,876 204,876 214,632 214,632 224,388 224,388 234,144 234,144 243,900 243,900 Drive Range Net Profit 36,790 39,676 42,671 45,770 50,553 53,856 57,263 60,774 64,399 66,341 68,292 70,243 72,196 74,146 76,097 78,048 79,999 81,950 83,902 85,853 Pro -shop Retail 5,000 5,200 5,408 5,624 5,849 6,083 6,327 6,580 6,833 7,116 7,401 7,697 8,005 8,325 8,658 9,004 9,364 9,739 10,128 10,533 Food & Beverage 70,185 72,225 74,265 76,299 80,370 109,760 112,360 114,960 117,560 117,560 146,950 146,950 146,950 146,950 146,950 176,340 176,340 176,340 176,340 176,340 Total Other Revenues 229,703 239,181 256,678 266,638 293,660 331,267 351,434 362,738 383,912 386,137 427,519 429,766 441,783 444,053 456,093 487,780 499,847 502,173 514,270 516,626 Total Revenues 888,343 957,731 1,047,858 1,123,092 1,255,260 1,318,867 1,421,214 1,459,818 1,567,072 1,569,297 1,669,459 1,671,706 1,742,503 1,744,773 1,815,593 1,857,280 1,918,127 1,930,453 1,991,330 2,003,686 EXHIBIT B Page 1 - Revenue Projections ILLUSTRATION 1 Prepared 15- Feb -90 Springsted Incorporated City of Stillwater, Minnesota Oak Glen Golf Course Feasibility Study 144 Prepared 15- Feb -90 EXHIBIT B Springsted Incorporated Page 2 - Estimated Expenses Operating Year 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Total Green Fees 658,640 718,550 791,180 856,454 961,600 987,600 1,069,780 1,097,080 1,183,160 1,183,160 1,241,940 1,241,940 1,300,720 1,300,720 1,359,500 1,369,500 1,418,280 1,428,280 1,477,060 1,487,060 Total Other Revenues 229,703 239,181 256,678 266,638 293,660 331,267 351,434 362,738 383,912 386,137 427,519 429,766 441,783 444,053 456,093 487,180 499,847 502,173 514,270 516,626 Total Revenues 888,343 957,731 1,047,858 1,123,092 1,255,260 1,318,867 1,421,214 1,459,818 1,567,072 1,569,297 1,669,459 1,671,706 1,742,503 1,744,773 1,815,593 1,857,280 1,918,127 1,930,453 1,991,330 2,003,686 Maintenance Expenses 289,800 301,392 313,448 325,986 339,025 352,586 366,689 381,357 396,611 412,476 428,975 446,134 463,979 482,538 501,840 521,913 542,790 564,502 587,082 610,565 Management Fee 75,000 78,000 81,120 84,365 87,739 91,249 94,899 98,695 102,643 106,748 111,018 115,459 120,077 124,881 129,876 135,071 140,474 146,093 151,936 158,014 Course Expense 65,272 67,169 69,066 70,958 74,744 102,077 104,495 106,913 109,331 109,331 136,664 136,664 136,664 136,664 136,664 163,996 163,996 163,996 163,996 163,996 Cart Expense 25,000 26,000 27,040 28,122 29,246 30,416 31,633 32,896 34,214 35,583 37,006 38,486 40,026 41,627 43,292 45,024 46,825 48,698 50,645 52,671 Clubhouse Maintenance 25,000 26,000 27,040 28,122 29,246 30,416 31,633 32,898 34,214 35,583 37,006 38,486 40,026 41,627 43,292 45,024 46,825 48,698 50,645 52,671 Capital Expense 61,000 63,440 65,978 68,617 71,361 74,216 77,184 80,272 83,483 86,822 90,295 93,907 97,663 101,569 105,632 109,858 114,252 118,822 123,575 128,518 Total Course Expenses 541,072 562,001 583,691 606,168 631,363 680,960 706,534 733,033 760,496 786,543 840,964 869,136 898,435 928,906 960,596 1,020,885 1,055,160 1,090,807 1,127,879 1,166,435 Revenues Available 347,271 395,730 464,167 516,923 623,898 637,907 714,680 726,784 806,576 782,754 828,494 802,569 844,067 815,867 854,997 836,395 862,967 839,646 863,451 837,252 Cart Lease Payments 30,000 30,000 30,000 30,000 30,000 30,000 35,000 35,000 35,000 35,000 35,000 40,000 40,000 40,000 40,000 40,000 45,000 45,000 45,000 45,000 Debt Service Payments 136,978 431,973 431,973 431,973 501,973 517,283 586,208 599,988 676,973 652,653 698,403 669,263 710,143 685,943 721,175 706,395 724,890 704,015 726,640 699,075 Profit /(Loss) 180,293 (66,243) 2,194 54,950 91,925 90,624 93,472 91,796 94,603 95,101 95,091 93,306 93,924 89,924 93,822 90,000 93,077 90,631 91,811 93,177 Investment Earnings @ 796 12,621 4,750 5,011 7,259 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 Cumulative Surplus 192,914 131,421 138,625 200,834 312,759 423,383 536,855 648,651 763,254 878,355 993,446 1,106,753 1,220,677 1,330,601 1,444,423 1,554,423 1,667,500 1,778,131 1,889,941 2,003,118 Notes: (1) Revenues and Expenses prepared by Golf One except for debt service, working capital and interest earnings. (2) Investment Earnings are capped at $20,000, assuming the City will begin to use surplus revenues after an operating reserve is established. (3) Assumes the City will temporarily provide any required start -up working capital from other available funds, estimated to be $100,000. • • E X H I B I T C SUFFICIENCY OF AVAILABLE • REVENUES TO PAY DEBT SERVICE sty of Stillwater, Minnesota yak Glen Golf Course ease Purchase Option sated: 4- 1 -1990 lature: 2- 1 Total Total Total Capital- Revenue Total Projected Cart Projected Annual 'ear of Year of Principal ized Required Operating Operating Lease Net Surplus Coverage Cumulative levenue Mat. Principal Rates Interest & Interest Interest for D/S Revenues Expenses Payments Revenues (12 -8) Ratio Surplus ( ( ( ( ( ( ( ( ( ( ( 11) (12) (13) (14) (15) 1990 1991 0 0.00% 359,978 359,978 232,000 127,978 888,343 - 541,072 - 30,000 317,271 189,293 0.881 189,293 1991 1992 0 0.00% 431,973 431,973 0 431,973 957,731 - 562,001 - 30,000 365,730 - 66,243 0.847 123,050 1992 1993 0 0.00% 431,973 431,973 0 431,973 1,047,858 - 583,691 - 30,000 434,167 2,194 1.005 125,244 1993 1994 0 6.60% 431,973 431,973 0 431,973 1,123,092 - 606,168 - 30,000 486,924 54,951 1.127 180,195 1994 1995 70,000 6.70% 431,973 501,973 0 501,973 1,255,260 - 631,363 - 30,000 593,897 91,924 1.183 272,119 1995 1996 90,000 6.75% 427,283 517,283 0 517,283 1,318,867 - 680,960 - 30,000 607,907 90,624 1.175 362,743 1996 1997 165,000 6.80% 421,208 586,208 0 586,208 1,421,214 - 706,534 - 35,000 679,680 93,472 1.159 456,215 1997 1998 190,000 6.85% 409,988 599,988 0 599,988 1,459,818 - 733,033 - 35,000 691,785 91,797 1.153 548,012 1998 1999 280,000 6.90% 396,973 676,973 0 676,973 1,567,072 - 760,496 - 35,000 771,576 94,603 1.140 642,615 1999 2000 275,000 7.00% 377,653 652,653 0 652,653 1,569,297 - 786,543 - 35,000 747,754 95,101 1.146 737,716 2000 2001 340,000 7.10% 358,403 698,403 0 698,403 1,669,459 - 840,964 - 35,000 793,495 95,092 1.136 832,808 2001 2002 335,000 7.20% 334,263 669,263 0 669,263 1,671,706 - 869,136 - 40,000 762,570 93,307 1.139 926,115 2002 2003 400,000 7.30% 310,143 710,143 0 710,143 1,742,503 - 898,435 - 40,000 804,068 93,925 1.132 1,020,040 2003 2004 405,000 7.35% 280,943 685,943 0 685,943 1,744,773 - 928,906 - 40,000 775,867 89,924 1.131 1,109,964 2004 2005 470,000 7.40% 251,175 721,175 0 721,175 1,815,593 - 960,596 - 40,000 814,997 93,822 1.130 1,203,786 2005 2006 490,000 7.45% 216,395 706,395 0 706,395 1,857,280 - 1,020,885 - 40,000 796,395 90,000 1.127 1,293,786 2006 2007 545,000 7.50% 179,890 724,890 0 724,890 1,918,127 - 1,055,160 - 45,000 817,967 93,077 1.128 1,386,863 2007 2008 565,000 7.50% 139,015 704,015 0 704,015 1,930,453 - 1,090,807 - 45,000 794,646 90,631 1.129 1,477,494 2008 2009 630,000 7.55% 96,640 726,640 0 726,640 1,991,330 - 1,127,879 - 45,000 818,451 91,811 1.126 1,569,305 2009 2010 650,000 7.55% 49,075 699,075 0 699,075 2,003,686 - 1,166,435 - 45,000 792,251 93,176 1.133 1,662,481 TOTALS: EXHIBIT C 5,900,000 6,336,917 12,236,917 232,000 12,004,917 30,953,462 - 16,551,064 - 735,000 13,667,398 Prepared February 15, 1990 By SPRINGSTED Incorporated Bond Years: 85,776.67 Annual Interest: 6,336,917 Composition of Issue: Avg. Maturity: 14.54 Plus Discount: 118,000 Purchase Price 5,500,000 Avg. Annual Rate: 7.388% Net Interest: 6,454,917 Capitalized Interest 232,000 N.I.C. Rate: 7.525% Costs of Issuance 50,000 Discount 118,000 Interest rates are estimates; changes may cause significant alterations of this schedule. The actual underwriter's discount bid may also vary. Total Issue 5,900,000 The Coverage Ratio is Total Income divided by Total Principal and Interest 4110 4111 City of Stillwater, Minnesota Dak Glen Golf Course THK Associates Income /Expense Projections Dated: 4- 1 -1990 Mature: 2- 1 EXHIBIT C -1 Net Total Capital- Revenue Total Total Total Annual Year of Year of Principal ized Required Operating Operating Net Surplus Coverage Cumulative Revenue Mat. Principal Rates Interest & Interest Interest for D/S Revenues Expenses Revenues (11 -8) Ratio Surplus (1) (2) (3) (4) (5) (6) (7) (8) (9) 'VI/ 1,,(10) (11) (12) (13) (14) r 1990 1991 0 0.00% 306,808 306,808 75,488 231,320 764,620' ‘ ,.‘ - 533,300 231,320 0 0.754 0 1991 1992 0 0.00% 368,169 368,169 103,311 264,858 819,490 - 554,632 264,858 0 0.719 0 1992 1993 0 0.00% 368,169 368,169 72,827 295,342 876,212 - 580,870 295,342 0 0.802 0 1993 1994 0 6.60% 368,169 368,169 36,701 331,468 939,836 - 608,368 331,468 0 0.900 0 1994 1995 0 6.70% 368,169 368,169 0 368,169 1,006,932 - 637,165 369,767 1,598 1.004 1,598 1995 1996 35,000 6.75% 368,169 403,169 0 403,169 1,074,977 - 667,350 407,627 4,458 1.011 6,056 1996 1997 75,000 6.80% 365,806 440,806 0 440,806 1,145,359 - 698,973 446,386 5,580 1.013 11,636 1997 1998 125,000 6.85% 360,706 485,706 0 485,706 1,223,320 - 732,106 491,214 5,508 1.011 17,144 1998 1999 180,000 6.90% 352,143 532,143 0 532043 1,304,962 - 766,820 538,142 5,999 1.011 23,143 1999 2000 250,000 7.00% 339,723 589,723 0 589,723 1,398,215 - 803,195 595,020 5,297 1.009 28,440 2000 2001 240,000 7.10% 322,223 562,223 0 562,223 1,410,030 - 841,305 568,725 6,502 1.012 34,942 2001 2002 275,000 7.20% 305,183 580,183 0 580,183 1,468,550 - 881,252 587,298 7,115 1.012 42,057 2002 2003 310,000 7.30% 285,383 595,383 0 595,383 1,527,286 - 923,109 604,177 8,794 1.015 50,851 2003 2004 350,000 7.35% 262,753 612,753 0 612,753 1,586,254 - 966,958 619,296 6,543 1.011 57,394 2004 2005 395,000 7.40e 237,028 632,028 0 632,028 1,651,961 - 1,012,916 639,045 7,017 1.011 64,411 2005 2006 440,000 7.45% 207,798 647,798 0 647,798 1,717,901 - 1,061,065 656,836 9,038 1.014 73,449 2006 2007 490,000 7.50% 175,018 665,018 0 665,018 1,785,210 - 1,111,533 673,677 8,659 1.013 82,108 2007 2008 550,000 7.50% 138,268 688,268 0 688,268 1,858,174 - 1,164,424 693,750 5,482 1.008 87,590 2008 2009 610,000 7.55% 97,018 707,018 0 707,018 1,931,410 - 1,219,845 711,565 4,547 1.006 92,137 2009 2010 675,000 7.55% 50,963 725,963 0 725,963 2,011,424 - 1,277,933 733,491 7,528 1.010 99,665 TOTALS: 5,000,000 5,647,666 10,647,666 288,327 10,359,339 27,502,123 - 17,043,119 10,459,004 Prepared February 19, 1990 By SPRINGSTED Incorporated Bond Years: 76,176.67 Annual Interest: 5,647,666 Composition of Issue: Avg. Maturity: 15.24 Plus Discount: 100,000 Purchase Price 4,561,673 Avg. Annual Rate: 7.414% Net Interest: 5,747,666 Capitalized Interest 288,327 N.I.C. Rate: 7.545% Costs of Issuance 50,000 Discount 100,000 Interest rates are estimates; changes may cause significant alterations of this schedule. The ac'a!al. underwriter's discount bid may also vary. Total Issue 5,000,000 The Coverage Ratio is Total Income divided by Total Principal and Interest • • • THK Associates, Inc. • • Date: December 20, 1989 ILLUSTRATION 2 MEMORANDUM To: Washington County -- Oak Glen Country Club Stillwater, Minnesota From: THK Associates, Inc. 5300 OTC Parkway, Suite 340 Englewood, Colorado 80111 Re: CASH FLOW ANALYSIS FOR THE EXISTING OAK GLEN GOLF COURSE This report is an analysis of revenues, costs and expenses associated with the golf course. All appropriate sources of revenue will be profiled and operating expenses will be detailed for each specific aspect of the Oak Glen facility. From these projections, it is possible to determine the feasibility of purchasing the Oak Glen golf facility. Included in these recommendations are green fees, cart fees, driving range prices, management policies and number of rounds, both 9 and 18 -hole, for the first twenty years of operation. The net operating income is then projected for twenty years, and calculations the present value of the cash flow are identified. A. Objective 5300 OTC Parkway, Suite 340 Englewood. Colorado 80111 303 -770 -7201 303 -770 -7132 FAX The purpose of this cash flow analysis is to determine the financial impacts to Washington County that will result from the purchase of the Oak Glen Country Club. This analysis examines revenue sources and expenses involved in the operation of the course, as well as the projected cost of building the course. 8. Projected Operating Revenues Based on a market analysis completed by THK Associates, Inc. in December 1989, it was determined that if the 27 -hole Oak Glen Country Club became public in 1990, it could support 43,150 18 -hole rounds of golf in 1990 and would increase to 53,850 18 -hole rounds of golf by 2009. It was also recommended in the market analysis that average greens fees of $13.00 for 18 holes be charged starting in 1990. By applying the recommended greens fees to the projected number of golf rounds, the following illustrates the income potential from greens fees at the course through the year 2009. It is assumed that the first full year of public operation for the course will be 1990. Denver / Phoenix Economic & Market Research ! Land & Development Panning ; Community Panning & Design r Golf Course Design r Landscape Architecture 1 1 • • • • Weighted average of all Greens Fees Source: TF11C Associates, Inc. Greens Fee Revenue at Oak Glen Municipal Golf Course Annual Greens Green Fee Year Rounds Fee' Revenue 1990 43,150 513.00 5560,950 1991 44,510 $13.50 $600,890 1992 45,860 $14.00 5642,040 1993 47,220 $14.50 5689,410 1994 48,580 $15.20 5738,420 1995 49,880 515.30 $788,100 1996 51,130 516.40 $839,350 1997 52.480 517.10 5897,410 1998 53,780 $17.80 $957,280 1999 53,350 $18.50 5996,230 2000 53,850 $19.20 51,333,920 2001 53,850 $20.00 51,077,000 2002 53,850 $20.80 $1,120,080 2003 53,850 $21.60 51,163,160 2004 53,850 $22.50 51,211,630 2005 B $23.40 $1,260,090 2006 53,850 524.30 51,308,560 2007 53,850 $25.30 51,362,410 2008 53,850 $26.30 51,416,260 2009 53,850 $27.40 $1,475,490 Average Annual Increase: 560 - $48,130 Oak Park Heights 3 Stillwater Environs • As shown in the previous table, revenue from greens fees at Oak Glen Muni- cipal Golf Course will be $560,950 in 1990 and would increase to $1,475,490 by 2009. The increases from 1990 on are caused by annual increases in 18 -hole rounds played greens fees which should average a 4.0% annual increase over the period 1990 -1999. Many of the municipal golf courses in the area offer different fees on weekdays and weekends, season passes, and reduced rates for senior citizens. For simplicity, THK has used an average green fee rate of $13.00 starting in 1990 inflated at 4% per year through 1999. A practice range will be a substantial source of revenue for the city. An improved range will generate one dollar per golf round and there will be 43,430 driving range users in 1990, generating total revenues of $43,150. Revenue will grow to $113,454 in 2009; these trends are shown below. Year 1990 43,150 $1.00 1991 44,510 $1.04 1992 45,860 $1.08 1993 47,220 $1.12 1994 48,580 $1.17 1995 49,880 $1.22 1996 51,180 $1.27 1997 52,480 $1.32 1998 53,780 $1.37 1999 53,850 $1.42 2000 53,350 $1.48 2001 53,850 $1.54 2002 53,850 $1.60 2003 53,850 $1.67 2004 53,850 $1.73 2005 53,850 $1.80 2006 53,850 $1.87 2007 53,850 $1.95 2008 53,850 $2.03 2009 53,950 $2.11 Average Annual Increase: 1,190 'Assumes that 1 bucket of range balls will be used for every 2.5 rounds played Calculations are net revenue after extracting operating costs Source: THR Associates, Inc Practice Range Revenue at Oak Glen Municipal Golf Course Number of Rounds Revenue Driving Range Total Revenue $43,150 $46,290 $49,602 $53,116 $56,832 $60,687 $64,759 $69,060 $73,602 $76,645 $79,711 $82,900 $86,216 589,664 $93,251 $96,981 $100,860 $104,894 $109,090 $113,454 $3,720 • Another major source of revenue at the course will be golf cart rentals. With an 18 -hole layout, cart usage should be 20.0% of all 18 -hole equiva- lent rounds and revenue should be $126,000 in 1990. There will be other rentals as well, such as pull carts and golf clubs which have been included in the cart rental revenues. The following table shows rental revenue at the course from 1990 -2009. Average Cart Number Cart Rental Number of of Cart Rental Gross Year Rounds Rentals" Fee Revenue 1990 43,150 8,630 $14.60 $126,000 1991 44,510 8,900 $15.20 $135,280 1992 45,860 9,170 $15.80 $144,890 1993 47,220 9,440 $16.40 $154,820 1994 48,580 9,720 $17.10 $166,210 1995 49,880 9,980 $17.80 $177,640 1996 51,180 10,240 $18.50 $189,440 1997 52,480 10,500 $19.20 $201,600 1998 53,780 10,760 $20.00 5215.200 1999 53,850 10,770 $20.80 $224,020 2000 53,850 10,770 $21.60 $232,630 2001 53,850 10,770 _ $22.50 $242,330 2002 53,850 10,770 $23.40 $252,020 2003 53,850 10,770 $24.30 $261,710 2004 53,350 10,770 $25.30 $272.480 2005 53,850 10,770 $26.30 $283,250 2006 53,350 10,770 $27.40 $295,100 2007 53,350 10,770 $28.50 $306,950 2008 53,850 10,770 $29.60 $318,790 2009 53,850 10,770 $30.80 $331,720 Average Annual Increase: 1.190 240 $0.70 $10,890 'Assumes 20.0% of all golf rounds use carts and there are 2 golfers per cart Source: MX Associates, Inc. Cart Rental Revenue at Oak Glen Municipal Golf Course • • • In addition to the revenue received from green fees, range and cart rental, income will be realized from pro shop and food concession sales. Based on industry averages for public golf courses, it was determined that each round of golf should generate 804 per round for pro shop and 50C per round for food concessions. The following tables illustrate the income potential from the pro shop and food concession operations. Pro shop revenue will be $34,250 in 1990, increasing to $90,760 in 2009. Food sales will oe $21,580 in 1990 and increase to $56,730 in 2009. Average Annual Increase: Pro Shop Revenue at Oak Glen Municipal Golf Course Average Number of Expenditure Annual Year Rounds per Round Revenue 1990 43,150 $0.80 $34,520 1991 44,510 $0.83 $37,030 1992 45,860 $0.87 $39,680 1993 47,220 $0.90 $42,490 1994 48,580 $0.94 $45,470 1995 49,880 $0.97 $48,550 1996 51,180 $1.01 $51,810 1997 52,480 $1.05 $55,250 1998 53,780 $1.09 $58,880 1999 53,850 $1.14 $61.320 2000 53,850 $1.18 $63,770 2001 53,850 $1.23 $66,320 2002 53,850 $1.28 $68,970 2003 53,850 $1.33 $71.730 2004 53,850 $1.39 $74,600 2005 53,850 $1.44 $77,580 2006 53,850 $1.50 $80,690 2007 53,850 $1.56 $83,920 2008 53,850 $1.62 $87,270 2009 53,850 $1.69 $90,760 *Pro Shop revenues include all merchandise sales and golf classes and leagues Calculations are net revenue after extracting operating costs Source: T1CZC Associates, Inc. 1,190 $0.04 $2,980 • • • Year Concession Revenues at Oak Glen Municipal Golf Course Average Number of Expenditure Annual Rounds per Round Revenue 1990 43,150 $0.50 $21,580 1991 44,510 $0.52 $23,150 1992 45,860 $0.54 $24,800 1993 47,220 $0.56 $26,560 1994 48,580 $0.58 $28,420 1995 49,880 $0.61 $30,340 1996 51,180 $0.63 $32,380 1997 52,480 $0.66 $34,530 1998 53,780 $0.68 $36,800 199 53,850 $0.71 $38,320 2000 53,850 $0.74 $39,860 2001 53,850 $0.77 $41,450 2002 53,850 $0.80 $43,110 2003 53,850 $0.83 $44,830 2 53,850 $0.87 $46.630 2005 53,850 $0.90 $48,490 2006 53,850 $0.94 $50,430 2007 53,850 $0.97 $52,450 2008 53,850 $1.01 $54,550 2009 53,850 $1.05 $56,730 Average Annual Increase: 1,190 $0.02 $1,860 'Food Revenue includes pop, sandwich and vending machine commissions. Calculations are net revenue after extracting operating costs Source: TFIIC Associates, Inc. • • • By combining the revenue from green fees with practice range, cart rental, concessions and pro shop operations, The following table illustrates the total projected revenue from operations of the Oak Glen Golf Course from 1990 to 1999. The total revenue from operations of the course will range from $764,620 in 1990 to $2,011,424 in 2009. Year 1990 $560,950 $43,150 $126,000 $34,520 $21,580 $764,620 1991 $600,890 $46,290 $135,280 $37,030 $23,150 $819,490 1992 $642,040 $49,602 5144,890 $39,680 $24,800 $876,212 1993 $689,410 $53,116 $154,820 $42,490 $26,560 $939,836 1994 $738,420 $56,832 $166,210 $45,470 $28,420 $1,006,932 1995 $788,100 $60,687 $177,640 $48,550 $30,340 $1,074,977 1996 $839,350 $64,759 $189,440 $51,810 $32,380 $1,145,359 1997 $897,410 $69,060 5201.600 $55,250 $34,530 $1,223,320 1998 $957,280 $73,602 $215,200 $58,880 $36,800 $1,304,962 1999 $996,230 $76,645 $224,020 $61,320 $38,320 $1,358,215 2000 $1,033,920 $79,711 5232,630 $63.770 $39,860 $1,410,031 2001 $1,077,000 $82,900 $242,330 $66,320 $41,450 $1,468,550 2002 $1,120,080 $86,216 $252,020 $68,970 $43,110 $1,527,286 2003 $1,163,160 589,664 $261,710 $71,730 544,830 $1,586,264 2004 $1,211,630 $93,251 $272,480 $74,600 $46,630 $1,651,961 2005 $1,260,090 $96,981 $283,250 $77,580 $48,490 $1,717,901 2006 $1,308,560 $100,860 $295,100 $80,690 $50,430 $1,785.210 2007 51,362.410 5104,894 5306,950 $83,920 $52,450 $1,858,174 2008 $1,416,260 5109,090 $318,790 $87,270 $54,550 51,931,410 2009 $1,475,490 $113,454 $331,720 590,760 $56,730 $2,011,424 Average Annual Increase: Summary of Operating Revenues at Oak Glen Municipal Golf Course Source: THK Associates, Inc. Greens Driving Cart Fees Range Rentals Pro Shop Concessions Total Revenue $48,360 53,720 $10,890 52,980 $1,860 $65,960 • • C. Projected Operating Expenses Expenses for management, maintenance and other miscellaneous items will occur on an annual basis. A review of the maintenance and capital expendi— ture data provided by the GCSAA and by the NGF for courses in the north central United States provides a solid basis to make estimates for the Oak Glen Golf Course. The table below presents the distribution of maintenance expenses anticipated for 1990 the first full year of operations for a municipal golf course in Stillwater, Minnesota. PROJECTED MAINTENANCE BUDGET FOR THE OAK GLEN MUNICIPAL GOLF COURSE IN STILLWATER, MINNESOTA, 1990 Permanent Payroll Temporary Payroll Payroll Taxes Employee Benefits Employee Meals Employee Uniforms /Rain Gear Maintenance, Golf Course Equipment Irrigation System Repairs Irrigation Water Irrigation Power, Pumping Electricity (Clubhouse, Etc.) Miscellaneous Tools Equipment Rental Fertilizer Sand /Fill /Soil Grass /Seed /Sod Golf Course Supplies (add men) Refuse Collection POL (Petroleum, Oil, Lubricants) Chemicals: a. Fungicides b. Herbicides c. Insecticides Dues /Subscriptions Travel and Training Expenses Consultant Fees Total Maintenance Expenses, 1990 Source: Estimated by THK Associates, Inc. $ 95,000 45,000 17,500 15,000 2,500 2,000 10,000 5,000 10,000 25,000 - 4,000 1,425 1,000 14,500 4,500 3,000 . 3 , 000 2,400 12,000 5,000 6,000 3,475 500 1,000 1,000 $289,800 • Year Average Annual Increase: Source: =X Associates, Inc. ANNUAL CAPITAL EXPENDITURES FOR THE OAK GLEN MUNICIPAL GOLF COURSE New Capital Equipment $35,000 Landscaping & Beautification 2,000 Contracted projects 3,000 Lakes 1,000 Car Paths 3,000 Course Reconstruction 5,000 Drainage 1,000 Irrigation Upgrade 1,000 Building Maintenance 10,000 Total $61,000 In addition to maintenance expenses, other operational expenses will be incurred for golf course management, clubhouse maintenance, and for golf carts. The following table summarizes projected operation expenses and demonstrates that total operational expenses will increase from $533,300 in 1990 to $1,277,933 by. 2009. It should be noted that operational expenses are projected to increase by 4% per annum throughout the projection period. Summary of Operating Costs at Oak Glen Municipal Golf Course Total Maintenance Management Clubhouse Cart Capital Course Costs Expenses Maintenance Expenses Expenses . Expenses 1990 $289,800 $75,000 $82,500 $25,000 $61,000 $533,300 1991 $301,392 $78,000 $85,800 $26,000 $63,440 $554,632 1992 $316,460 $81,900 $89,232 $27,300 $65,978 $580,870 1993 $332,280 $86,000 $92,801 $28,670 $68,617 $608,368 1994 $348,890 $90,300 596,513 $30,100 $71,361 $637,165 1995 $366,330 $94,820 $100,374 $31,610 $74,216 $667,350 1996 $384,650 $99,560 $104,389 $33,190 $77,184 $698,973 1997 $403,880 $104,540 $108,564 $34,850 $80,272 $732,106 1998 $424,070 $109,770 $112,907 $36,590 $83,483 $766,820 1999 $445,270 $115,260 $117,423 $38,420 $86,822 $803,195 2000 $467,530 $121.020 $122,120 $40,340 $90,295 $841,305 2001 $490,910 $127,070 $127,005 $42,360 $93,907 $881,252 2002 $515,460 $133,420 $132,085 $44,480 $97,663 $923,108 2003 $541,230 $140,090 $137,369 $46,700 $101,569 $966,958 2004 $568,290 $147,090 $142,863 $49,040 $105,632 $1,012,916 2005 $596,700 $154,440 $148,578 $51,490 $109,858 $1,061,065 2006 $626,540 $162,160 $154,521 $54,060 $114,252 $1,111,533 2007 $657,870 $170,270 $160,702 $56,760 $118,822 $1,164,424 2008 $690,760 $178,780 $167,130 $59,600 $123,575 $1,219,845 2009 $725,300 $187,720 5173,815 $62,580 $128,518 $1,277,933 $17,270 $4,470 $3,880 $1,490 $2,870 $29,990 I v • • THK Associates recommends that the restaurant be leased to a vendor on a breakeven basis to the county. A private enterprise versed in the knowl- edge of restaurant management can successfully operate the existing facil- ity. It is also recommended that the restaurant be operated only during the golf season to eliminate unnecessary expenses. The clubhouse may also function as a meeting center for groups and individuals with catered meals for conventions, meetings, special functions and wedding parties. If a real estate program continues at Oak Glen, arrangements should be made to lease administrative office space to the occupant. D. Profit, Loss and Debt Service to Land Acquisition In 1990, the Oak Glen Municipal Golf course will have total revenues of $764,620 and total expenses of $533,300 resulting in net operating income of $231,320. By 2009, the net operating income would be $733,491. Cumula- tive revenues will total nearly $10.2 million by 2009. The final columns show the present value of the cash flow at the various interest rates. The present value of the cash flow is $4.8 million at 7.5% and $3.3 million at 12.0 %. The first year net operating income should be kept in a reserve for extraordinary operational and maintenance expenses. Revenue and Expense Summary of Oak Glen Municipal Golf Course Total Total Net Cumulative Present Present Present Present Operating Operating Operating Operating Value Value Value Value ear Revenue Expenses Income Income 7.50% 8.00% 9.00% 12.00% 1990 $764,620 $533,300 $231,320 Reserve Reserve Reserve Reserve Reserve 1991 $819,490 $554,632 $264,858 $264,858 5246,380 $245,239 $242,989 $236,481 1992 $876,212 $580,870 $295,343 $560,201 $501,949 $498,448 $491,573 $471,926 1993 $939,836 $608,368 $331,468 $891,669 $768,768 5761,578 $747,527 $707,858 1994 $1,006,932 $637,165 $369,767 $1,261,436 $1,045,650 $1,033,368 $1,009,480 $942,852 1995 $1,074,977 $667,350 $407,627 $1,669,063 51,329,586 $1,310,792 $1,274,409 $1,174,151 1996 $1,145,359 $698,973 $446,386 $2,115,449 $1,618,827 $1,592,091 $1,540,575 $1,400,303 1997 $1,223,320 $732,106 $491,214 52,606,663 $1,914,908 $1,878,709 $1,809,285 $1,622,504 1998 $1,304,962 $766,820 $538,142 $3,144,805 52,216,646 $2,169,451 $2,079,361 51,339,350 1999 51,358,215 $803,195 $555,020 53,699,825 $2,506,135 52,447,099 $2,334,907 $2,039,996 2000 $1,410,031 5841,305 $568,726 $4,268,551 $2,782,078 $2,710,529 $2,575,143 $2,223,111 2001 $1,468,550 $881,252 $587,298 $4,855,849 $3,047,151 $2,962,411 $2,802,741 $2,391,945 2002 $1,527,286 $923,108 $604,177 $5,460,026 $3,300,817 53,202,338 $3,017,547 $2,547,022 2003 $1,586,264 $966,958 $619,306 $6,079,332 $3,542,694 $3,430,056 $3,219,551 $2,688,951 2004 $1,651,961 $1,012,916 $639,045 $6.718,378 $3,774,868 $3,647,626 $3,410,783 52,319,712 2005 $1,717,901 $1,061,065 $656,835 $7,375,213 $3,996,856 $3,854,688 53,591,109 $2,939,714 2006 $1,785,210 $1,111,533 $673,677 $8,048,890 $4,208,651 $4,051,328 $3,760,788 $3,049,505 2007 $1,858,174 $1,164,424 $693,751 $8,742,641 $4,411,541 $4,238,827 $3,921,096 $3,150,646 2008 $1,931,410 81,219,845 $711,566 $9,454,207 $4,605,122 84,416,896 $4,071,943 $3,243,178 2009 $2,011,424 $1,277,933 $733,491 $10,187,698 $4,790,746 $4,586,854 $4,214,599 $3,328,341 Growth Rate: 5.9% 4.2% 9.1% $4,790,746 $4,586,854 $4,214,599 $3,328,341 *Analysis Assumes that a reserve equivalent to the first year net operating income has been set aside for extraordinary operational and maintenance expenses Source: THE Associates, Inc. 1 .i • • • FINANCING THE GOLF COURSE The funding mechanisms used to finance public golf course construction have varied widely from -grants, to federal and state agencies, to general obli- gation bonds. The list below provides some idea of the possibilities available to the County and the pros and cons associated with each. General Obligation Bonds Placing the "full faith and credit" of the County behind the bond issue has significant advantages and disadvantages. These bonds are easier to sell (because of the County's backing) and are less expensive as they are less risky to investors. However, they require voter approval, and considering that the golf course appeals to a relatively small population segment, would likely be voted down. They also increase the local tax burden and contribute to the legal debt of the County. This approach is not recommended. Revenue Bonds A revenue bond is an alternative that should be explored by the County. Rather than laying the burden of responsibility on the County, a revenue bond is repaid solely out of operating revenues. This eliminates the need for voter approval. However, the cost of these bonds is much higher because of increased risk. They typically require large - amounts of capitalized interest and reserves to fund the operating shortfalls that the course will encounter in early years. If the bond issue can be written as a "net revenue bond ", it is much more attractive. This means that the bonds are paid off first and that operat- ing expenses are paid for out of the remainder. The shortfalls that occur in early years of operation need to be made up by park budget funds or other measures. Gross revenues are paid off in the reverse order; operat- ing expenses first and interest on the bonds second. This makes them less secure for investors, but a safer position for the County to be in. Some type of revenue bond arrangement could be pursued. Lease /Purchase Agreement This funding technique has been widely used by municipalities for office equipment, etc., for some time, but has only recently been applied to golf courses. The lease purchase agreement is structured to reduce the risk of the County substantially. A financial entity working closely with the Washington County finances the construction of the golf course (through conventional financing, revenue bond sales or a combination of both) and leases it to the County on annual basis. The County can purchase the golf course outright at the end of the lease. The advantages of this arrange- ment are significant, and it should be pursued. • • • E X H I B I T D 1990 OPERATING PROGRAMS BUNKER HILLS GOLF COURSE -- COON RAPIDS BRAEMAR GOLF COURSE -- EDINA • • Date: February 1, 1990 DICK TOLLETTE PGA MASTER PROFESSIONAL Coon Rapids- Bunker Hills Golf Course COON RAPIDS, MINNESOTA 55433 To: Mayor, City Council, City Manager & From: Dick Tollette -Golf Director Subject: 1990 Golf Course Rates BACKGROUND Annually the golf rates are set administratively. Anticipated expenses, as well as course quality and demand at Bunker Hills are taken into account when setting the rates. The metro -area has three public facilities that are nationally ranked by Golf Digest Magazine; Majestic Oaks, Edinburgh, and Bunker Hills. Rates are comparable at the three courses, with Bunker Hills having somewhat lower fees . DISCUSSION The 1990 golf rates of other metro public courses are shown on the attached page. The proposed 1990 rates and regulations for Bunker Hills are also included. In 1987 we installed the following programs: Adoption of an ID Card system. Many public courses pres- ently use this system. It provides the card holder with rate and reservation advantages. Also, there are definite administrative advantages to the ID Card system. It will simplify our task of abiding with our lease with Anoka County. The lease states that we must allow resi- dents of Anoka County equal opportunity as to rates and tee times. The ID Card will enable us to easily identify Anoka County residents from non - residents. In the past this has often been difficult. We are also phasing out the season tickets from our fee program. This year we would continue as in the past. In 1990 we would have the season tickets sold only to those who have purchased them prior to the 1987 golf season. Over a period of years all season tickets will be phased out. Bunker Hills would be run strictly on an ID Card system. In the metro area new public courses have gone with the ID Card only. Richfield, Edina, Golden Valley, Majestic Oaks, and Edinburgh golf courses operate with the ID Card only. CONCLUSION These new operational changes were met with enthusiastic re- sponses. Many ID Cards were sold (over 350) to residents of Anoka County. The new ID system made it a great deal easier to control the county residents use of our facility. It also made it easier for the people who purchased these cards to obtain tee times at Bunker Hills. This is also necessary in order to comply with our lease with Anoka County for the use of its residents. The golfers did, and still do appreciate the ID Card system. SEASON TICKETS Individual Hus.& Wife Sr. Citizen College Junior Private Golf Carts 1990 GOLF RATES FOR BUNKER HILLS, Must have held season ticket prior to 1987. DAILY FEES ON REGULATION COURSE, 18 Holes 18 Holes 18 Holes 18 Holes 9 Holes 9 Holes 18 Holes 9 Holes Weekend Weekday Weekend ID Weekday ID All Times All Times ID Jr & Sr w /ID Jr & Sr w /ID DAILY FEES ON EXECUTIVE 9 Holes Weekday After 3:OOpm & Weekends 9 Holes Weekday Before 3:OOpm 9 Holes With ID, Weekday After 3:OOpm & Weekends 9 Holes With ID, Weekday Before 3:OOpm 9 Holes Jr and Sr 18 Hole Club Rental 9 Hole Club Rental 18 Hole Gas Cart 9 Hole Gas Cart 18 Hole Private Cart 9 Hole Private Cart Pull Carts (9 or 18) 1989 1990 Increase $420 $580 $145 $145 $ 80 $185 $16.00 $17.00 $1.00 $16.00 $16.00 $ 0 $14.00 $15.00 $1.00 $14.00 $14.00 $ 0 $ 9.00 $10.00 * $1.00 $ 8.00 $ 9.00 * $1.00 $ 8.00 $ 9.00 $1.00 $ 5.00 $ 5.00 $ 0 COURSE $ 6.00 $ 6.00 $ 6.00 $ 5.00 $ 4.00 RENTAL FEES FOR BOTH COURSES $430 $600 $150 $150 $ 80 $200 $ 8.00 $ 8.00 $ 5.00 $ 5.00 $19.00 $20.00 $10.00 $10.00 $10.00 $10.00 $ 5.00 $ 5.00 $ 2.00 $ 2.00 $10.00 $20.00 $ 5.00 $ 5.00 $ 0 $15.00 $ 7.00 * $1.00 $ 6.00 $ 0 $ 6.00 $ 0 $ 5.00 $ 0 $ 4.00 $ 0 $ 0 $ 0 $1.00 $ 0 $ 0 $ 0 $ 0 * *TO ALL JUNIOR, COLLEGE, AND SENIOR TICKET & ID APPLICANTS. Cr)NCERNING RESTRICTED TIMES FOR GOLFING. JUNIORS: 1990 COON RAPIDS BUNKER HILLS GOLF COURSE SENIOR, JUNIOR, AND COLLEGE RULES Junior season ticket holders must be 17 under, and still attending high school. Graduation from high school ends the junior golf category. Must be an Anoka County resident. Junior season ticket holder may play only at the following times: 18 Hole Course - Juniors must be off the tee by 8:00 a.m.. Due to the large number of juniors playing, we suggest that the juniors make tee times. The days of the week are restricted to Monday, Tuesday, Wednesday, and Friday. Executive Course - Juniors can play on Monday, Tuesday, .1ednesday, and Friday. They must be off the tee by 11:00 a.rn. With a Parent - Besides the above times, juniors can play with a parent after 4:00 p.m. on Weekends on the regulation ' With a parent they can play anytime on the Executive course except Thursday morning. COLLFGF: College season ticket holders must be a full time student •:rrying a normal work -load towards a degree). An appropriate 1" from the college attended must be presented to qualify for +rye college season ticket. An Anoka County residence is r..quired. College season ticket holders may only play at the following times: 18 Hole Course - College season ticket holders must be off 'hr. tee before 10 a.m. on Monday, Tuesday, Wednesday, and Friday. On weekends they can play only after 4:00 p.m. "mere is no college play on Thursdays. They can play the Executive course anytime except Thursday mornings. SENIORS F.eniors must be 62 or older and retired. This regulation .,ppl i(•s for both a season ticket holders and ID Cards. You .1nst. be .an Anoka County resident to obtain an ID card. 18 Hole Course - Seniors must be off the tee before 10 i.m. on Monday, Tuesday, Wednesday, and Friday. Weekend play is available only after 4:00 p.m. There is no senior play on 'hursdays. Seniors can play the Executive Course anytime • :epi Thursday a.m. • •''S:=1'CIAL NOTE TO JUNIORS AND SENIORS * ** ! ?OLI LAYS ARE TO BE TREATED THE SAME AS A WEEKEND. ID CARDS (ANOKA COUNTY RESIDENTS ONLYI Single Family (Hus. & Wife) Senior ID Cards will provide the holder with the following: Single /Husband & Wifg * These rates two years. 18 Hole Weekend 18 Hole ID Card 18 Hole Weekday Seniors ,Advanced - Play for Braemar $14.50 $11.50 $14.50 9 Hole Weekend $ 9.00 9 Hole ID Card $ 8.50 9 Hole Weekday $ 9.00 18 Hole Pwr Cart $18.00 9 Hole Pwr Cart $10.00 Pull Cts $ 2.00 ID Cards $45.00 Season Ticket none Advanced calling for reservations. $2.00 off the 18 whole rate. $1.00 off the 9 hole rate (regulation calling for. reservations at posted Senior rates at speci have not changed since 1987. $ 2.00 $50.00 $25.00 $40.00 $15.00 none none $25.00 $40.00 $15.00 GOLF RATES FOR 1990 Majestic Brookview Oaks $14.00 $17.00 $12.00 $14.00 $14.00 $17.00 $ 9.50 $10.00 $ 8.00 $ 9.00 $ 9.50 $10.00 . $18.00 $20.00 $10.00 $10.00 $ 2.00 $75.00 $15.00 $15.00 $15.00 $ 9.50 $ 9.00 $ 9.00 $18.00 $10.00 $ 2.00 $35.00 $465.00 Ind. $o $ 0 $ 0 and executive). specified times. fied times. Increase is spread over Greenhaven Edinburg $22.00 ( +2.00) $18.00 $22.00 n/ a n/ a $22.00 $12.00 $ 2.00 $55.00 none Bunker Hills $17.00 $15.00 $16.00 $10.00 $ 9.00 $10.00 $20.00 $10.00 $ 2.00 $25.00 $430.00 Ind. SJi • • BRAEMAR PATRON CARD HOLDER REGULATIONS BRAEMAR PATRON CARDS ARE AVAILABLE ONLY TO EDINA RESIDENTS WHO ARE AT LEAST 18 YEARS OF AGE AND PRODUCE SATISFACTORY PROOF OF RESIDENCY. PATRON CARD HOLDERS ARE ENTITLED TO: 1. REDUCED GREEN FEES. 2. MAKE RESERVATIONS 4 DAYS IN ADVANCE, REGULATION COURSE, 941 -2072. 3. MAKE RESERVATIONS 4 DAYS IN ADVANCE, EXECUTIVE COURSE, 944 -5510. 4. MAKE RESERVATIONS ONE WEEK IN ADVANCE FOR SATURDAY, SUNDAY OR HOLIDAYS, ON THE REGULATION COURSE, IF ALL PLAYERS ARE PATRON CARD HOLDERS. PATRON CARD HOLDERS SHALL: 1. GIVE THEIR NAME AND PATRON CARD NUMBER BEFORE REQUESTING TEE TIME. 2. CHECK IN AT PRO SHOP 10 MINS. BEFORE THEIR TEE TIME. 3. CHECK IN AT THE TEE 5 MINS. BEFORE THEIR TEE TIME. 4. SHOW THEIR PATRON CARD TO RECEIVE REDUCED GREEN FEES. PATRON CARD HOLDERS MUST: 1. PLAY IN THE TEE TIME FOR WHICH THEY MADE THE RESERVATION. 2. BE RESPONSIBLE FOR A $5.00 "NO SHOW" FEE FOR EACH PERSON FOR WHOM THEY MADE A RESERVATION, UNLESS CANCELLED 30 MINS. PRIOR TO THE RESERVATION TIME. 3. NOT ALLOW OTHERS TO USE THEIR CARD, OR IT WILL BE CONFISCATED. 4. BE READY TO SHOW OTHER I.D. IF THEY DO NOT HAVE THEIR CARD ON THEIR PERSON, SO MEMBERSHIP MAY BE CHECKED. BRAEMAR GOLF COURSE: 1. RESERVES THE RIGHT TO MAKE ALL GROUPS INTO FOURSOMES. 2. SELLS NO 9 HOLE TICKETS ON THE REGULATION COURSE, WEEKDAYS BETWEEN 9:00 A.M. AND 3:00 P.M. 3. SELLS NO 9 HOLE TICKETS ON THE REGULATION COURSE, WEEKENDS AND HOLIDAYS BEFORE 3:00 P.M. PROMPT PLAY POLICY: BRAEMAR GOLF COURSE HAS A POLICY WITH RESPECT TO PROMPT PLAY PRACTICE THAT WE EXPECT ALL GOLFERS ON THE 18 HOLE COURSE TO ABIDE BY. FOURSOMES ARE EXPECTED TO COMPLETE EACH NINE IN TWO HOURS AND TEN MINUTES (INCLUDING THEIR BREAK BETWEEN NINE). ALL FOURSOMES ARE TO HAVE A TIME CARD STAMPED WHEN THEY LEAVE THEIR INITIAL TEE (1 OR 10). THE RANGERS HAVE BEEN INSTRUCTED TO ASK TO SEE THE CARDS WHILE YOU ARE ON THE COURSE AND TO PUNCH THEM WHEN THEY DO SO. GOLFERS ARE ASKED TO HAVE THE CARDS STAMPED WHEN THEY TEE OFF ON THE SECOND NINE AND TO STAMP THEM, SIGN AND DEPOSIT THEM IN THE BOX PROVIDED WHEN THEY HAVE COMPLETED THEIR ROUND. GROUPS THAT ARE UNDULY OR REPEATEDLY SLOW MAY BE ASKED TO LEAVE THE COURSE, OR COMPLETE THEIR GOLF ON THE EXECUTIVE NINE, SPACE AVAILABLE. RANGERS CANNOT SPEED UP PLAY, ONLY THE GOLFERS THEMSELVES CAN DO THAT. THE RANGER'S DUTIES INCLUDE IDENTIFYING SLOW PLAY PROBLEMS AND REQUEST THAT THE GOLFERS "PICK UP THE PACE ". YOU CAN COOPERATE BEST BY BOTH FOLLOWING THE SUGGESTIONS STATED ON THE TIME CARD AND ENSURING THAT OTHER GOLFERS IN YOUR GROUP DO THE SAME. 1990 BRAEMAR GOLF COURSE PATRON CARDS INDIVIDUAL $50.00 ADDITIONAL FAMILY RESIDENTS 45.00 COMPUTERIZED HANDICAPS RESIDENT 12.00 NON RESIDENT • 16.00 LOCKERS MEN'S 72" 35.00 MEN'S 42" 25.00 LADIES 72" 15.00 CLUB RENTAL 5.00 PULL CARTS 2,00 GOLF CARS 18 HOLES 18.00 9 HOLES 10.00 GOLF CARS - SENIORS 18 HOLES 16.00 9 HOLES 9.00 GROUP GOLF LESSONS ADULT 47.00 JUNIOR 25.00 GOLF RANGE LARGE BUCKET 4.00 SMALL BUCKET 2.75 WARM UP BUCKET 1,25 GREEN FEES 18 HOLE - NON PATRON 14.50 18 HOLE - PATRON 11.50 9 HOLE - NON PATRON 9.00 9 HOLE - PATRON 7.50 GREEN FEES - SENIORS 18 HOLE - NON PATRON 13.5 18 HOLE - PATRON 10.50 9 HOLE - NON PATRON 8.50 9 HOLE - PATRON 7.00 GROUP FEES - 18 HOLE 20,00 GROUP FEES - 9 HOLE 12,00 GROUP CAR FEES 24,00 EXECUTIVE COURSE ADULT - NON PATRON 6.25 ADULT - PATRON 5.25 SR, & JR. - NON PATRON 5.25 SR, & JR. - PATRON 4.25 GOLF CARS - EVERYONE 7.00 PULL CARTS 1.75 GROUP FEES 7.00 BRAEMAR ROOM NIGHT RATE - RESIDENT 500.00 NIGHT RATE - NON RESIDENT 550.00 DAY RATE - RESIDENT 250.00 DAY RATE - NON RESIDENT 300.00 4 EDINA 131ZAFMAR (MIT COt'IZSES 6364 Dewey Hill Rd., 941 -2072 OPENED JULY 22, 1964 • 18 Hole Course • Practice Putting Green • Executive Course • Group Golf Lessons • Driving Range • Golf Leagues PATRON CARDS FOR EDINA RESIDENTS who play often and want starting time reservations. Other privileges: • $3.00 Green Fee discount For I8 -hole rounds • $1.50 Green Fee discount for 9 -holes • $1.00 Green Fee discount for Executive Course Patron Card Fees Adults, 18 or older $50 Husband and wife $95 Additional Cards same family $45 PATRON CARDS, LOCKERS AND COMI'(J tI R- 111•:1) HANDICAPS AVAILAIJ ONLY AT GOLF COURSE. GOLF RESERVATIONS AT BRAN ;MAR Patrons make reservations at Pro Shop, or Phone 941 -2072 Weekdays Four days in advance NVeekends and HolidaysPrevious Saturday or Sunday To permit more patrons to secure reservations, Four- somes consisting of Patrons only may sign up on the previous Saturday or Sunday for the following week- end. Patrons signing up in person one week in ad- vance, must be present at pro shop. No prier sign -up sheets 'rill he honored. Saturday morning starting limes until noon reserved for Patrons only. Saturday afternoons and all -day Sundays, one half of starting times allocated for Pa- Irons with guests. Patrons desiring to have non- Patrons play with Them on Saturday afternoons and Sundays, secure lee times at Prop Shop, or phone 941 -2072, starting 7 am Tues- day for Saturday play; 7 am Wednesday for Sunday play. Braemar "Speedy" golf - Saturday and Sunday mornings, Patrons Card Holders will use a system of starting on No. 1 and 10 tees simultaneously. This allows more golfers to play Braemar in faster time. Juniors may play after noon on Saturdays and after 11 am on Sundays and Holidays. No nine hole tickets will be sold between 9 am & 3 pm weekdays or before 3 pin on Saturdays, Sundays, or Holidays. Any person making a reservation will be responsible for "NO SHOWS" in the reservation at the rate of $5.00 per person unless cancelled at (east thirty min- utes prior to tee tithe. X1 41 Braemar reserves the right to make Foursomes of all groups. Scheduled Playing limes on Braemar regulation course are: 9 holes - 2 hrs. 10 min. - 18 holes - 4 hrs. 20 min. SLOW PLAY is not acceptable. Non BRAI;MAR GREEN FEES 18 -Holes - Mon. Ihru Sun. & Holi- days $14.50 $11.50 9 -1Ioles - Monday Ihru Friday 9.00 7.50 RESIDENT SENIORS: 18 [toles 10.50 9 Holes 8.50 7.00 Non EXECUTIVE GREEN FEES Patron Patron Adults $6.25 $5.25 Seniors & Juniors 5.25 4.25 BRAEMAR DRIVING RANGE HOURS Until June 1: 8 ani to 1/2 hour before sundown. During inclement w catlier Range may be closed - please call. From ,tune 1 1 Labor Day: Weekdays ....7 :30 am to 1/2 hour before sundown Weekends & Holidays, 7 am to 1/2 hour before sun- down FEE: Range Balls - Large $4.00, Small $2.75 Patron Patron 1990 AI)tl1 ;I (,OI,h III;SSONS FIRST SESSION _.. SUMN11•:R 1990 Five weekly and semi- weekly one hour lessons. Regis- ter at Braemar Pro Shop beginning March 1, 1990. Instruction by Joc Greupner, Cory Smith, Paul Gan- drud, and Jinn Werre, Professionals. Clubs available. Balls provided. 10 to 12 pupils /class. FEE: $47 - Basic, $54 - Advanced BAS C AND ADVANCED BASIC AVAILABLE Apri 9 (Mon.) 9, 10 ani, 5:30, 6:30, 7:30 pm* Apri 10 (Tues.) 9, 10 am, 5:30, 6:30, 7:30 pm* Apri 11 (Wed.) 9, 10 am, 1:30, 5:30, 6:30 pm Apri 12 (Thurs.) 9, 10 am, 1:30, 5:30, 6:30 pm Apri 13 (Fri.) 10 any, 1:30 pm Apri 14 (Sat.) 9, 10 am *7:30 phi bi- weekly classes begin on April 23, 1990. (Private lessons by appointment only, call 941 - 2072) SECOND SESSION - SUMMER 1990 Five Semi - Weekly one hour lessons. Register at Braemar Pro Shop beginning April 9, 1990. Instruc- tion by Joe Greupner, Paul Gandrud, Ken Severud, Cory Smith, and .liar Werre, Professionals. FEE: $47 - 13asic, $54 - Advanced BASIC AND ADVANCED BASIC AVAILABLE May 14, (Mon. & Wed.) 5:30, 6:30, 7:30 Inn May 15, (Tues. & Thurs.) 5:31), 6:30, 7:30 pm TIIIRI) SESSION - SUMMER 1990 Five weekly aitd semi - weekly one hour lessons. Regis- tration at Braemar Pro Shop beginning April 23, 1990. Instruction by Joe Greupner, Paul Gandrud, Ken Scvcrucl, Cory Smith, and .liar Werre, Profes- sionals. FEE: $47 - -- 13asic, $54 - Advanced BASIC AND ADVANCED BASIC AVAILABLE June 4, (Mon.) 5:30, 6:30, 7:30 per June 5, (Tues.). .9, 10 am, 1:30, 5:30, 6:30, 7:30 pen June 6, (Wed.) 9 ant, 1:30, 5:30, 6:30, 7:30 pm June 7, ( Thurs ) 9, 10 ant, 6:30, 7:30 pm June 8, (Fri.) 9, 10 am, 6:30, 7:30 pm June 9, (Sat.) 9, 10 am FOURIII SESSION - SUMMER 1991) Five Semi - weekly one hour lessons. Registration at Braemar Pro Shop beginning .tune 4, 1990. Instruc- tion by Joc Greupner, Paul Gandrud, Ken Severud, Cory Smith, and .lint Werre, Professionals. FEE: : $47 - Basic, $54 - Advanced BASIC AND ADVANCED BASIC AVAILABLE June 25, (Mon. & Wed.) 10 an►, 6:30, 7:30 pin .tune 26, (Tues. & Thurs.) 10 ant, 6:30, 7:30 pm FIFTH SESSION - SUMMER 1990 Five semi - weekly one hour lessons - Registration al Braemar I'ro Shop beginning June 29, 1990. Instruc- tion by Joe Greupner, Cory Smith, and Jin>. Wcrrc, Professionals. FEE: $47 - 13asic, $54 - Advanced BASIC AND ADVANCED BASIC AVAILABLE July 16 (Mon. & Wed.) 10 am, 6, 7 pm July 17 (Tues. & Thurs ) 10 am, 6, 7 pm ADVANCE) BASIC LESSONS For the golfer who has taken basic at Braemar and wants the next level. FEE: $54. Classes limited to ten. INTERMEDIATE GROUP LESSONS Designed for the golfer who has played and wants more advanced instruction. Classes limited to six. Five one -hour lessons. For more information call 941- 2072. FEE: $80 • • • JUNIOR SUMMER GOLF LESSONS FIRST SESSION — SUMMER 1990 Juniors ages 10 to 18 years - summer group golf lessons for beginners and advanced golfers. Five weekly 50 minute lessons covering fundamentals of golf rules and etiquette — 12 -14 pupils per class. Clubs are available. FEE: $25 Registration al I'ro Shop beginning April 23, 1990 .1 tine I1 (Monday) 10, 11 am, 1, 2 pm June 12 (Tuesday) 2 pm June 13 (Wednesday) 9, 11 am, 2 pm ,tune 14 (Thursday) 10, 11 am, 1 pm June 15 (Friday) 9, 11 am SUMMER SESSION — SUMMER 1990 Juniors ages 10 to 18 years — summer group golf lessons for beginners and advanced golfers. Five weekly 50 minute lessons covering fundamentals of golf rules and etiquette. 10 -12 pupils per class. (Tubs available. IEE: $25 Registration at Pro Shop beginning June 4, 1990 .iuly 17 (Tuesday) 10 ani, 2 pin July 19 (Thursday) 10 am, 1 pm 111INN. (;01,1' ASSN. ('OMI'h ;l'1iJON FOR ADVANCED JUNIORS Minnesota Golf Association conducts a stale Junior Competition Program in conjunction with Braemar and other courses. Advanced boys and girls junior golfers to age 19 apply at Pro Shop by Monday, May 7, 1990. JUNIOR GOLF PROGRAM Braemar's Golf Course Personnel will direct a Junior Golf program, in addition to lessons, for boys and girls ages 10 -17, beginning Friday, .tune 15, 1990. Younger boys and girls participate in specials events; older participants in a competitive league 011 Fridays. Register at Pro Shop June 15. FEE: $3 registration plus weekly green fees. • 0. DISCOUNT FOR JUNIOR (MITERS A junior golf card, good for ten rounds of golf on the regulation course, is available to Edina residents 12 to 18 years of age. For juniors who wish to play only the executive course, a similar 10 round card is available. Junior cards are not transferable. BRAM! AR ('LU Ili MUSE/ BANQUET FACILITIES IES The "BRAEMAR ROOM" overlooking the golf courses is available for meetings, banquets, recep- tions, etc. For information call Lucy Rosche, 941- 2072. BRAEMAit 1111 Braemar Men's Club memberships are available on a limited basis to Patron Card Holders, age 18 and older. Men's Club members stage golf events every weekend, in addition to Tuesday and Thursday Inter - club Teani Competition. For more information, call Club Membership Chairman, John hale — 920 -9136 SPECIAL SENIOR ( ;(11J RATES A Senior Rate is available to Edina residents 65 and older. Seniors who purchase a patron card will receive a special color card. Senior residents not purchasing a patron card may obtain a resident senior card at the Golf Course office. Senior rates are available at all times except Satur- days, Sundays and Holidays. LEAGUE CiIR /MEMBER REGULATION COURSE. Braemar Monday Sylvia Eisler Highlanders Mary Jane Recd Edina Women Marilyn Lindquist "Tuesday Clubbers Carol Rertelson Newcomers 13arb Stortz Braemar Women (18) Connie Bing Braemar Women (9) Diane Holstron Bowling Green (18) Ruth Wherry Bowling Green (9) Pat Newell EXECUTIVE COURSE Newcomers Golden Girls Par 3 Swingers Sunshine Gals PHONE 927 -9277 929 -7891 933 -0648 944 -3379 920 -5072 938 -1069 941 -1072 926 -0461 927 -3651 926 -2082 935 -7597 941- 1574 472 -4542 I';VENiN(; COUPLES GOi,F t,EAGtlE You are invited to join a 9 -hole Couples League on Friday evenings from 3:30 -5:30 pm. One member must be a Patron. Single Patrons are invited to join and invite guests. For more information contact Al or Jewel Lalln at 944 -2755. BRAHMA'? EXEC IITIVE COURSE'; Reservations are accepted from patron card holders four days in advance. Phone 944 -5510. Persons with- out patron cards may make reservations by calling on the same day they wish to play. Gol' cars, pull carts and rental clubs arc available. EDINA GOLF DOME Manager: Todd Anderson 7420 Braemar Blvd., 944 -9490 The Edina Golf Dome is the first air structure in Min- nesota for an indoor golf range and other recreational activities. The indoor golf range, approximately 230 feet in length and 75 feet high, contains 50 tee spots on two levels. Refreshments and club rentals are availa- ble. The Dome also offers organized soccer leagues beginning in the Fall and running throughout the Winter. When the Dome is not in use for golf or league play, it is available for rental for a variety of recreational activities, such as volleyball, soccer, prac- tices, and parties. GOLF HOURS — DECEMBER THROUGH APRIL Weekdays 9 am -6:30 pm $4.50 /bucket of balls Saturday 9 am -6:00 pm $6.95 first 1/2 hour $6.00 each half hour after Sunday 9 and -5:00 pm $6.95 first 1/2 hour $6.00 each half hour after For more information, please call 944 -9490 Lorraine Barba Jeanne Sundc Laurie (31y Terry McNamara • • • • E X H I B I T E DEVELOPER'S ACCOUNTANT LETTER RE CURRENT FINANCIAL STATUS OF DEVELOPER AND IMPACT OF TRANSACTIONS THEREON GI° l S Aix CT7C`� To \T■( Fs o F. 2-1.2-019 019.0) • • • E X H I B I T F IMPACT OF SALES ON CITY IMPROVEMENT BOND, SERIES 1984A DEBT SERVICE FUND • • STATUS OF BOND ISSUE ASSUMING SALE ASSESSMENT PRINCIPAL AS OF 12 -31 -89 139 Single Family @ 9,969.37 1,385,742.43 70 Townhomes @ 6,195.14 433,659.80 Subtotal 1,819,402.23 Add: U.S. Homes Payment 1,306,177.32 Paid up Deliquent Assessments 969,892.00 Deliquent Assessment Penalties 99,658.00 Deliquent Assessment Interest 51,419.00 BOND ISSUE AS OF 2 -2 -90 Total Assessment Principal 4,246,548.55 Principal Outstanding Less: Funds in Account Net Outstanding Surplus /(Shortfall) PROJECTION OF CASH FLOW OF DEBT SERVICE FUND 4,390,000.00 (235,000.00) "4,155,000.00 91,548.55 Annual Year Beginning Debt Projected Investment Ending Cash Service Assessment Earnings Ending Feb.1 Balance Payment Income (a) @ 8.0 Balance 1991 2,662,146 565,112 240,570 159,904 2,497,508 1992 2,497,508 568,078 240,570 202,082 2,372,082 1993 2,372,082 569,478 240,570 192,120 2,235,293 1994 2,235,293 4,289,253 240,570 181,262 (1,632,127) Remaining Assessment Principal 1,555,357 Shortfall (76,770) Beginning Balance Consists of: Deliquent Assessments 969,892 U.S. Homes Assessments 1,306,177 Deliquent Assessment Penalties 99,658 Deliquent Assessment Interest 51,419 Funds in Account 235,000 (a) Assumes no additional prepayments. Total 2,662,146 • • • E X H I B I T G OAK GLEN RESIDENTS & MEMBERS CONCERNS 1 • • CONCERNS OF HOMEOWNERS AND MEMBERS OF OAK GLEN COUNTRY CLUB: 1) compensate members for their investment; i.e., membership privileges, etc.; 2) maintain course at current level or better; 3) employ enough rangers to enforce course rules, conduct, etc.; 4) continue to enforce covenants; i.e., new homes, existing homes; 5) current members, homeowners to serve on City- appointed committee to oversee Golf Course operation and maintenance; 6) allow existing homeowners to continue to operate private golf carts; 7) strictly enforce the trespassing on private property; 8) address the problems of existing homes being struck by golf balls; high risk areas include holes 18, 14 and 5 ... [nets ARE NOT THE SOLUTION]; 9) address the issue of decreased property values when Golf Course changes from private to public; i.e., reassess homes for tax purposes; 10) 1 1) 12) O A K G L E N City to specify that any new homes in area comply with nants and be built comparable to existing homes; no fencing around Golf Course; treat contractual and property rights members 11 13) a ow representatives of Oak Glen Association management (future); 14) can Association purchase the Golf Course 5 years? refunds, as one to approve cove- and the same; from the City in 3 to 15) what about private property damage from City liability? and 16) Association would recommend hiring of current grounds manager and golf professional. public golf? what is • • • E X H I B I T H GOLF COURSE CONTRACTS FOR 1990 a • CONCESSION AGREEMENT SECTION 1 - GENERAL PROVISIONS A. Parties to Agreement. This Agreement, made and entered into on the date last written below, by and between Oak Glen Development Co. (A Minnesota Limited Partnership), hereinafter referred to as OGDC and St. Croix Catering, Inc., hereinafter referred to as CONCESSIONAIRE. B. Concession Grants. OGDC for and in consideration of the covenants and agreements hereinafter set forth to be kept and performed by St. Croix Catering, Inc., do hereby appoint St. Croix Catering, Inc., to be the restaurant -bar CONCESSIONAIRE at Oak Glen Country Club for the 1990 season commencing on January 1, 1990, and ending on December 31, 1990. CONCESSIONAIRE agrees that this Agreement is for one (1) year, and further agrees that OGDC shall determine the opening and closing dates of the golf course. C. CONCESSIONAIRE Operating Schedule. The CONCESSIONAIRE hereby agrees • to provide, as a minimum, service to golfers during the golf season when the course is open for play. CONCESSIONAIRE may or may not have a dinner menu. CONCESSIONAIRE is authorized to use the facilities at any other time at their discretion. During the golf season CONCESSIONAIRE will provide meal and bar service to pre- arranged groups, such as golf tournaments, and will cooperate with OGDC in hooking in such golf tournaments and providing the expected service. D. Room Rental Fees. Parties agree that any fees paid to CONCESSIONAIRE for room rental shall be split 50% CONCESSIONAIRE, 50% OGDC, and is payable to OGDC within two (2) days of receipt by CONCESSIONAIRE. E. Concession Operations Defined. When used in this Agreement, the term Concession shall include the following: Operation of Food Preparation and Dispensing Areas, Serving Areas, Gazebo, Bar Facilities, Banquet Room, Dining Room, Grille Room, Liquor and Food Storage Areas, Coin - operated Vending Machines (except telephones), and other such Concession - related activities as shall be hereafter designated by OGDC. OGDC hereby agrees to provide only those facilities, fixtures and equipment owned by OGDC on date of agreement in an "as is where as condition for use by CONCESSIONAIRE. CONCESSIONAIRE agrees to replace any lost or broken silverware, dishes and glassware with like kind during the term of this Agreement. • Page Two • • Concession Agreement F. Payment of Concession Expense. All ordinary and usual business expenses incurred in the operation of the Concession shall be paid entirely, except as noted, by the CONCESSIONAIRE, and CONCESSIONAIRE shall deal directly with suppliers and not involve OGDC. Such expenses shall include- -but not be limited to-- employee compensation, including benefits, cost of food, liquor, or other commodities consumed or offered for sale, taxes, license fees, and appropriate insurance fees. OGOC will pay all property insurance, but CONCESSIONAIRE shall pay for and carry insurance as set out below. OGDC and CONCESSIONAIRE will split building cleaning services on the following basis: CONCESSIONAIRE shall clean and maintain 1. All bathrooms except in locker rooms 2. Kitchen and bar facilities 3. Food and bar storage areas 4. Food preparation area 5. Dining areas, including banquet area 6. Foyer and halls OGDC shall clean and maintain 1. Pro Shop 2. Club storage area 3. Locker rooms 4. Office area on 2nd floor OGDC will pay all water and sewerage bills, and outside building maintenance. OGDC will pay for snow removal as required. Other bills to be split 50 -50 include salt for softening water and utilities, including electrical and natural gas. Cleaning services may be paid for and contracted separately. G. Maintenance and Repair of Concession Facilities. CONCESSIONAIRE agrees to maintain all premises, fixtures and equipment provided by OGDC hereunder in good operating order during the term of this Agreement. CONCESSIONAIRE further agrees to repair or replace all broken, damaged or destroyed Concession fixtures and equipment, and to deliver up the same to OGOC at the termination of this Agree- ment in as good a condition as when received by CONCESSIONAIRE, ordinary wear and tear excepted. • Page Three • • Concession Agreement H. Insurance Coverages Required; Certificates. During year, CONCESSIONAIRE agrees, at his expense, to provide and maintain in full force and effect all legally required Worker's Compensation insurance coverage on personnel employed in Concession operations. CONCESSIONAIRE further agrees to provide and maintain at his expense public liability and property damage insurance covering all acts of the CONCESSIONAIRE and his agents and employees, which insurance shall provide full and complete coverage against any and all claims arising in any manner in respect to CONCESSIONAIRE'S operation of the clubhouse Concession or the food, supplies and equipment used in Concession operations. The amounts of any deductible provisions to be included in such policies shall first be approved in writing by OGDC. The CONCESSIONAIRE shall deliver Certificates of_Insurance evidencing coverage to OGDC prior to January 1, 1990. The Parties agree that the CONCESSIONAIRE is required to provide the insurance coverages stated herein only in relation to persons, property and activities directly related to operation of the Concession, or which are under CONCESSIONAIRE'S control. Specifically excluded from the required insured insurance coverages are those parts of the public narking lots, roads, car paths and paved approaches to the clubhouse, and other areas and equipment which are located within the clubhouse that are not included in the Concession. I. Gross Concession Sales - Definition. The Parties agree that the term "Gross Concession Sales" as used in this Agreement shall include all revenues re- ceived from the operation of the Concession which are subject to the payment of Minnesota Sales Taxes. Room rental fees covered above are not considered Extra Concession Sales. J. Concession Fee Payment; Delinquencies; & Penalties. Payment of the Con- cession Fee during the 1990 golf season shall be made in monthly installments based upon Four Percent (4%) of the Gross Concession Sales for the preceding calendar month. First installment is due May 15, 1990, and subsequent installments are due on the 15th day of each month thereafter, with the last payment due January 15, 1991. Each payment shall be accompanied by a REMITTANCE Statement prepared by the CONCESSIONAIRE, the form of which shall be approved by OGDC. Such Remittance Statement shall detail the types and amounts of Concession revenue Concession Agreement Page Four • • being remitted. CONCESSIONAIRE shall also attach to each Remittance Statement a copy of the Concession Minnesota Sales Tax Return for the calendar month for which the remittance is submitted. Immediately following the conclusion of the 1990 calendar year, CONCESSIONAIRE shall provide OGDC with a copy of the Concession Reconciliation Sales Tax Return for 1990. All installment payments are due and payable on the dates specified. Failure to promptly remit any individual payment shall subject the CONCESSIONAIRE to imposition of the following penalty provisions by OGDC to wit: In addition to the amount of such overdue installment payment, CONCESSIONAIRE shall be liable to pay a delinquency penalty to OGDC. The amount of such penalty shall be computed as a percentage of the overdue installment payment as follows: the percentage rate at which the amount the penalty is calculated shall increase at the rate of ten per- cent (10%) for each partial or full month the installment payment remains unpaid, i.e., first month - 10 %, second month - 20 %, third month - 30 %, etc. The decision by the OGDC to impose the penalty provisions provided herein, shall be immediately delivered in writing to the CONCESSIONAIRE. Such delivery shall be made by personal service or by Certified Mail at CONCESSIONAIRE'S address as shown in this Agreement. Non - payment of fees shall be grounds for cancellation by OGDC of this Agreement with all fees and penalties due OGDC at time of cancellation immediately becoming due and payable. SECTION 2 - OPTION TO RENEW CONCESSIONAIRE shall have the option to renew this Concession Agreement for two additional one -year periods on the same terms and conditions, including Con- cession fee (4% of gross) as set forth in Paragraph J, except that the minimum annual concession fee for any renewal year shall not be less than the concession fee at 4% calculated on a 5% increase in the gross sales over the preceding year. By way of example, if the gross sales during the initial one -year term of this Agreement were $100,000 and the concession fee $4,000, then the minimum concession fee for the first renewal year would be $4,200 regardless of the actual gross sales in the renewal year. Concession Agreement . Page Five • • CONCESSIONAIRE must give notice of its intention to extend the Concession Agreement for any additional one -year period by the delivery of a written notice of intent to exercise the option at least 90 days prior to the expiration of the current term. SECTION 3 - METHODS OF CANCELLATION PERPIITTED The Concession Agreement contained herein may be canceled by the Parties, or either of them, only by strictly complying with the terms and provisions of Paragraph (1), (2) or (3) as hereinafter stated. (1) Unilateral Cancellation. CONCESSIONAIRE'S failure to exercise its option to renew 90 days prior to the termination of the first year or the renewal term shall operate as a unilateral termination of this agreement. OGDC shall not have the right to unilaterally cancel this agreement during the initial year or either of the one -year renewal terms if CONCESSIONAIRE exercises its option to renew. (2) Mutual Cancellation by Agreement of Parties. Should both Parties here- to agree at any time that it is their mutual desire to cancel this Agreement, such cancellation may be accomplished by execution and delivery of a written Agreement To Cancel. Said Agreement shall be executed by both Parties in duplicate, and delivery of one copy made to each Party. Said Agreement shall become effective on a date mutually agreed upon by the Parties, which cancellation date shall be set no less than thirty (30) days after the date the Agreement is executed by the Parties. During the intervening thirty (30) day period, each Party shall fully and faithfully perform all covenants, duties, and obligations required by the Concession Agreement. During such period, any failure by either Party to so perform shall subject the offending Party to all sanctions and penalties provided herein, or which may be otherwise provided for by law. (3) Cancellation by Either Party For Cause. Should either Party hereto de- sire to unilaterally cancel this Agreement by reason of the failure of the other Party to perform one or more of the substantial provisions of this Agreement, the Party desiring to cancel may do so by delivering a Written Notice of Cancellation • Concession Agreement Page Six to the other Party. Such Notice shall be personally delivered to the offending Party, not less than thirty (30) days prior to the effective date of cancellation as stated therein. Said Notice shall contain a concise statement of the alleged violations and reasons for the cancellation, and shall make specific reference to those provisions of this agreement which are alleged to have been violated. Non- payment of Concession Fee shall be deemed to be grounds for cancellation. SECTION 4 - LIQUOR LICENSE OGDC agrees to transfer its liquor license from the City of Stillwater to CONCESSIONAIRE during the term of this Concession Agreement, including any extensions; upon payment by CONCESSIONAIRE of any and -all fees necessary to transfer the license. OGDC agrees to cooperate with CONCESSIONAIRE and execute any and all documents re- 411 quired to effectuate the transfer of the license from OGDC to CONCESSIONAIRE. In the event CONCESSIONAIRE advances money for the transfer of the liquor license during the initial year of the agreement or any extension thereof and this Con- cession Agreement is thereafter cancelled for any reason, OGDC agrees to refund to CONCESSIONAIRE on a prorata basis any money so expended by CONCESSIONAIRE. • SECTION 5 - ASSIGNMENT The parties hereto mutually agree that this Agreement and the Concession herein created shall only he assignable by OGDC. SECTION 6 - EXTENT OF AGREEMENT; AMENDMENT This Agreement represents the entire and integrated Agreement between the OGDC and CONCESSIONAIRE, and it supersedes all previous negotiations, repre- sentations or agreements, either written or oral. This Agreement may be amended or added to only by written instrument(s) executed by both Parties hereto. SECTION 7 - BINDING EFFECT The Parties hereto bind themselves, their executors, administrators, successors and legal representatives in all respects to all covenants, agreement, conditions and obligation contained in this Agreement. Concession Agreement . Page Seven • • IN WITNESS WHEREOF, the OGDC and the CONCESSIONAIRE have personally or by their authorized representatives executed these presents on the December , 1989 . OAK GLEN DEVELOPMENT COMPANY By: OGDC Address: Managing General Partner 1599 McKusick Road Stillwater, MN 55082 CONCES'IONAIRE 22nd CONCESSIONAIRE Adress: P.O. Box 146 Stillwater, MN 55082 day of • • This Agreement made this 1st day of December, 1989, by and between Oak Glen Development Co. (hereinafter called OGDC)and Greg Stang, PGA Golf Professional (hereinafter called Stang). 1) That for and during the year 1990 the said OGDC does hereby enter into this Agreement with Stang as an independent contractor to provide Professional Golf Services to Oak Glen Country Club by providing the following Services: 1) To direct, supervise and maintain a Golf Pro Shop at his own risk, expense and reward. 2) To teach golf lessons. 3) To adequately staff with a teaching professional. 4) To operate a driving range, including furnishing personnel to pick up balls, balls, balipicker at own risk, expense and reward. • 5) To provide club storage and cleaning for members at own risk, expense and reward. Stang shall keep proper records as required by Oak Glen Development, and issue carts to renters in addition to helping with rangering the courses. Stang shall also be responsible for scoring tournament events and generally work with the food operation in booking in tournaments in a cooperative manner. Stang's compensation shall be $12,000 per year payable monthly, as an independent contractor. Understood and accepted this — of December, 1989 AGREEMENT - OAK GLEN GOLF PROFESSIONAL WITNESSETH 6) To carry adequate insurance including public lia- bility, property damage, Workman's Comp. if required, covering all acts of his agents and employees which insurance shall provide full and complete coverage against any and all claims arising in any manner in respect to Stang's operation of pro shop, club storage and driving range operations. Approved Oak Glen Dev4l�pme t C 2 b y ,f Vf 1 A te--, David S. Johnson Managing Partner AGREEMENT - GOLF COURSE SUPERINTENDENT W I T [1ESSET;i : DEVELOPMENT COMPANY Stillwater, Minnesota 1599 McKusick Road, Stillwater, Minnesota 55082 • (612) 439 -6981 THIS AGREEMENT, made this 1st day of November, 1989, by and between Oak Glen Development Company, a Limited Partnership of the State of ;Minnesota (hereinafter called party of the first part), and Peter J. iogren (hereinafter called oarty of the second part). (1) That for and during the term of years hereinafter set forth, the said Oak Glen Development Company, party of the first part, does hereby retain and employ the said Peter iiogren, party of the second part, in the capacity of its Golf Course Superintendent to perform the following services: (a) To direct, supervise and maintain the cultivation of the golf course owned by said party of the first part (situated primarily in Washington County, State of Minnesota), including the cultivation and maintenance of all lawns, trees, shrubs and plant life on and upon said premises. (b) To direct and supervise the duties of all persons employed for the purposes set forth in sub- paragraph (a) hereinabove. (c) To keep and observe such rules and regulations and to perform such • duties as the said party of the first part may prescribe from time to time, in connection with the aforesaid maintenance and operation of said golf course and grounds. • (d) To supervise and direct the purchases of all equipment, supplies and services for said golf course, within the limits of an annual budget approved by Oak Glen Development Company. (e) To channel through David S. Johnson of said Oak Glen Development Company all additional work assignments, construction changes and /or proposals. (2) That the said Peter J. fogren, party of the second part, does hereby accept the aforesaid employment and position of Golf Course Superintendent of Oak Glen Country Club, and does hereby agree to perform all of the duties and obligations hereinbefore set forth, and to devote his entire time and efforts thereto. (3) That for and in consideration thereof the said party of the first part does hereby agree to compensate the said party of the second part as follows: (a) That for and during the first year of the within term of this Agreement, to pay unto the party of the second part for his aforesaid services the sum of $30,000 per year, payable in hi- weekly installments, beginning January 1, 1990. That for and during the second year of the within term of this Agreement, to pay unto the party of the second part for his 'aforesaid services a sum not less than S33,000 per year, but which may be nominally increased, subject to negotiation and mutual agreement between the parties hereto. (b) To provide unto the said party of the second part a suitable vehicle for transportation and use to perform the hereinbefore described services and duties; or in lieu thereof to pay unto the said party of,the second part an allowance of $300 per month for use of any vehicle owned or leased by the said party of the second part. (c) To provide and grant unto the said party of the second part a 3 week vacation with pay at such time as may he mutually arireed upon between • • • the parties during a period encompassed by the months of December, January, February or March, and which said yearly 3 -week vacation shall not include such time required by the said party of the second part to attend the annual turf conferences. (d) To permit the said party of the second part to attend meetings of The Association of Golf Course Superintendents. (e) To pay unto the said party of the second part, in addition to the compensation hereinbefore provided, a yearly travel allowance not to exceed the sum of $1,000 for the purpose of attending the meetings and conferences designated in sub - paragraphs (d) and (c) hereinabove; that such dues of said associations paid by the party of the first part for and on behalf of said party of the second part shall be chargeable to, and included within, the aforesaid yearly travel al lowance. (4) The term of this Employment Agreement shall be for a period of 2 years, beginning on the 1st day of January, 1990, and terminating on the 31st day of December, 1991. Understood and Agreed to: I Peter J. Mo'gren, Member Golf Course Superintendents of America 3 OAK GLEN kV LOPMENT COMPANY By: . J ` t David .S.. Johnson Managing General Partner • • SPECIAL MEETING The Meeting was called to order by Mayor Abrahamson. Present: Councilmembers Bodlovick, Farrell, Kimble, Opheim and Mayor Abrahamson. Absent: None Also Present: Press: Sharon Baker, The Courier Mike Marsnik, Stillwater Gazette Others: None STILLWATER CITY COUNCIL MINUTES January 30, 1990 City Coordinator Kriesel City Attorney Magnuson Fire Chief Seim Public Safety Director Mawhorter Comm. Dev. Director Russell Finance Director Deblon City Clerk Johnson DISCUSSION OF DEPARTMENT HEAD SALARIES 4:30 P.M. The meeting was called to discuss Department Head salaries. City Coordinator Kriesel presented a recommendation for setting the salaries based on the Stanton Report of salary averages for the metropolitan area, performance of the employees and suggested Comparable Worth Salaries. Discussion followed by Council and Staff. Motion by Councilmember Opheim, seconded by Councilmember Farrell to adopt the appropriate resolution accepting the 1990 salary schedule for Department Heads as recommended by the City Coordinator; and including the Public Safety Director, Public Works Director and City Clerk in the split salary schedule. (Resolution No. 8237) Ayes - Councilmembers Farrell, Kimble and Opheim. Nays - Councilmember Bodlovick and Mayor Abrahamson. OAK GLEN GOLF COURSE Council will discuss the Oak Glen Golf Course at the Council Meeting on February 6, 1990 at 7:00 P.M. 1 Stillwater City Counc Minutes Special Meeting January 30, 1990 RECESS Motion by Councilmember Bodlovick, seconded by Councilmember Kimble to recess the meeting at 6:10 P.M. (All in favor). Resolutions: No. 8237 - Approving Department Head salaries for 1990. ATTEST: CIT'( CLERK 2 MAYOR • • • • • STILLWATER CITY COUNCIL MINUTES SPECIAL COUNCIL MEETING January 30, 1990 The Meeting was called to order by Mayor Abrahamson. Present: Councilmembers Bodlovick, Farrell, Kimble, and Mayor Abrahamson. Absent: Councilmember Opheim Also Present: City Coordinator Kriesel City Attorney Magnuson City Clerk Johnson Recording Secretary Mawhorter Press: Sharon Baker, The Courier Mike Marsnik, Stillwater Gazette Julie Kink, St.Croix Valley Press Others: Charter Commission Members Cherie Berett, Jack Evert, Scott Keller, Nancy Putz, Don Ronning and Jack Tunheim. PROPOSED AMENDMENTS TO CITY CHARTER Jack Evert, Charter Commission Chairman, presented to Councilmembers proposed amendments to the City Charter regarding election of City Councilmembers by a Ward System. If approved, implementation of the proposed amendments would be after the 1990 census. Jack Evert listed the advantages and disadvantages emphasized by the Charter Commission. Discussion followed with Councilmembers highlighting various positive and negative aspects to the change in the present system of election of City Councilmembers. Further discussion surrounded the transition plan, which would allow for "Grandfathering" of incumbents. Mayor Abrahamson led the discussion on the potential problems during the transition period. Allowing one -term was most favored for the transition period. Councilmember Bodlovick stressed the manner in which the wards were divided would determine whether the system would benefit the City as a whole, as opposed to one ward reaping the benefits. Councilmember Kimble agreed that the City in general should benefit from the new system and that the boundaries would be the key to the new election process. Mayor Abrahamson commended the board for high quality work done on the City Charter, along with the tremendous amount of work and ideas on protecting the downtown area. • 1 7:00 P.M. Stillwater City Council Minutes Special Meeting January 30, 1990 Jack Evert agreec to gather more detail and proceed with development of the plan and preent this information to Councilmembers at a later date. The entire plan could be implemented with the new boundaries by early 1992, with the election under the new ward system in 1992. City Clerk, Mary Lou Johnson, discussed the costs involved in the proposed ordinance which requires publishing all campaign financial reports within five days after receipt by the City Clerk. Two forms were presented to the Council, alorg with the costs for publishing these reports. Councilmembers acreed a summary notice would be a viable option and discussed the advantages and disadvantages to the various options available. Council directed the Charter Commission to consider the various details and present a tine -line, along with deadline for action by members at a later date. New boundaries will be determined after the 1990 census. RESOLUTION APPOINTING RECORDING SECRETARY Motion by Councilmember Bodlovick, seconded by Councilmember Kimble to adopt the appropriate resolution approving the appointment of Karen Mawhorter to the position of City Reccrding Secretary for Special Council Meetings and various other City meetings, effective January 30, 1990. (Resolution No. 8235) Ayes - Councilmembers. Bodlovick, Farrell, Kimble and Mayor Abrahamson. Nays - None GAS MAIN INSTALLATION Motion by Councilmember Kimble, seconded by Councilmember Bodlovick to adopt the appropriate resolution granting an easement for Northern States Power for installation of a ga$ main on Fourth St., between Aspen and Wilkins St.; and authorizing the Mayor and City Clerk to sign the agreement. (Resolution No. 8636) Ayes - Councilmember$ Bodlovick, Farrell, Kimble and Mayor Abrahamson. Nays - None ADJOURNMENT Motion by Councilmember Bodlovick, seconded by Councilmember Kimble to adjourn the meeting at 8:40 F.M. (All in favor) Resolutions: No. 8235 - Employing Karen Mawhorter as Recording Secretary. 2 • Stillwater City Council Minutes Special Meeting January 30, 1990 • No. 8236 - Approval of Gas Main Installation Easement for NSP. ATTEST: CITY CLERK • 3 MAYOR REGULAR MEETING The Meeting was called to order by Mayor Abrahamson. Present: Councilmembers Bodlovick, Farrell, Kimble (arrived at 4:40 P.M.), Opheim and Mayor Abrahamson. Absent: None Also Present: Press: Others: City Coordinator Kriesel City Attorney Magnuson Public Works Director Junker Public Safety Director Mawhorter Comm. Dev. Director Russell Consulting Engineer Moore Finance Director Deblon Parks Director Blekum City Clerk Johnson Mike Marsnik, Stillwater Gazette Julie Kink, St.Croix Valley Press None STILLWATER CITY COUNCIL MINUTES February 6, 1990 STAFF REPORTS 1. Finance Director Attendance at Accounting Seminar Motion by Councilmember Bodlovick, seconded by Councilmember Farrell to approve the attendance of the Finance Director at an accounting seminar in St. Paul on February 15, 1990. (All in favor). 2. Public Safety Director Charge for Contract Police Services Motion by Councilmember Opheim, seconded by Councilmember Farrell to approve the rate of $13.50 per hour for contract police services in 1990. (All in favor). 3. Fire Department Fire Dept. Employees placed on Pt.Paid Full -Time Status Motion by Councilmember Bodlovick, seconded by Councilmember Farrell to adopt the appropriate resolution approving the installation of the following persons on part -paid full -time basis in the Fire Dept.: Leslie Wardell, Craig Crea and Duane Maciej. (Resolution No. 8239) Ayes - Councilmembers Bodlovick, Farrell, Opheim and Mayor Abrahamson. Nays - None • 1 4:30 P.M. Stillwater City Council Minutes Regular Meeting February 6, 1990 4. Public Works Directcr - No report. 5. Community Developmert Director Conference for Builcing Inspector Mr. Russell requested approval for attendance of Mr. Rylander at an ICBO conference on March 19 and 20, 1990. Council will consider this request after a decision is made on whether to retain two building inspectors. Downtown Action Committee Workshop with Council Council set the date of March 1, 1990 at 4:00 P.M. to meet with the Downtown Plan Actior Committee. 6. Parks Director - No report. 7. Consulting Engineer Acceptance of Work and Final Payment for L.I. 255, Sunset Ridge Estates. Motion by Councilmember Bodlovick, seconded by Councilmember Farrell to adopt the appropriate resolution accepting work and authorizing final payment for L.I. 255, Sunset Ridge Estates. (Resolution No. 8240) Ayes - Councilmembers Bcdlovick, Farrell, Opheim and Mayor Abrahamson. Nays - None 8. City Clerk Discussion of Free Farking for Exhibitors at Various Festivals Council directed that two -hour and four -hour free parking is sufficient for exhibitors at various festivals and fairs conducted in the City. State Municipal Clerk's Conference at Brainerd Motion by Councilmember Bodlovick, seconded by Councilmember Opheim to approve the attendance of the City Clerk at the annual Municipal Clerk's Assn. conference in Brainerd Narch 21 - 23, 1990 at an approximate cost of $400. (All in favor). (Councilmember Kimble arrived at 4:40 P.M.) 9. City Coordinator Security System for City Hall Motion by Councilmember Bodlovick, seconded by Councilmember Farrell to approve the installation of a security system for City Hall, with an installation cost of $1,500 and $18 per month for maintenance. (All in favor). Goal Setting Workshcp Council approved the change of dates for the goal setting workshop from February 10 to March 3, 1990. 2 • • Stillwater City Council Minutes Regular Meeting February 6, 1990 RECESS Motion by Councilmember Bodlovick, seconded by Councilmember Farrell to recess the meeting at 4:45 P.M to Executive Session. (All in favor). Resolutions: No. 8239 - Placing Leslie Wardell, Craig Crea & Duane Maciej on part -paid full -time basis in the Fire Dept. No. 8240 - Accepting Work & Authorizing Final Payment for L.I. 255, Sunset Ridge Estates. ATTEST: CITY CLERK • 3 MAYOR • • RECESSED MEETING Absent: None Also Present: Press: Others: STILLWATER CITY COUNCIL MINUTES February 6, 1990 The Meeting was called to order by Mayor Abrahamson. Present: Councilmembers Bodlovick, Farrell, Kimble, Opheim and Mayor Abrahamson. City Coordinator Kriesel City Attorney Magnuson Plan. Com. Chair Fontaine Public Safety Director Mawhorter Consulting Engineer Moore Consulting Engineer VanWormer Finance Director Deblon Ass't. P1anner.Pung- Terwedo Comm. Dev. Director Russell City Clerk Johnson Sharon Baker, The Courier Mike Marsnik, Stillwater Gazette Julie Kink, St.Croix Valley Press APPROVAL OF MINUTES Motion by Councilmember Bodlovick, seconded by Councilmember Kimble to approve the minutes of the Special Meeting of January 9, 1990 and Regular Meeting of January 16, 1990 as presented. (All in favor). INDIVIDUALS, DELEGATIONS AND COMMENDATIONS 1. Tram 250 Bike Race Presentation. Shelly Miller and Mary Huss made a presentation on behalf of the Multiple Sclerosis Society and the Tram 250 Bike Race across Minnesota, which will be held this coming summer and will have its conclusion in Stillwater. 2. Tom Hay - Update on Oak Glen Golf Course. Tom Hay, of the Dorsey Whitney Law firm, updated the Council on the Oak Glen financial problems and the option of the City for possible purchase of the golf course. • 1 7:00 P.M. Leonard Feeley, Chance Kriesel, Tom Hay of Dorsey - Whitney Law Firm, Jennifer Tschumper of Chamber of Commerce, Mike Robertson, Don Broman, Jeff Lundeen, Kevn VanRiedel, Jim Kriesel, Shelly Miller, Mary Huss, Pat Tierney, Don Junker, Dr. Ferguson, Joan Norman. Stillwater City Council Minutes Recessed Meeting February 6, 1990 Council set the cate of February 20, 1990 at 4:30 P.M. for a workshop with Mr. Hay on further discussion of the possible purchase of the Oak Glen Golf Course, and a written report will be available at that time. Motion by Councilmember Kimble, seconded by Councilmember Bodlovick to set a public hearing for consideration of possible purchase of the Oak Glen Golf Course for March 6, 1990 at 7:00 P.M. with advertisement of the hearing to be in The Courier, Gazette and St.Croix Valley Press newspapers. (All in favor). Council recessed for five minutes and reconvened at 8:03 P.M. PUBLIC HEARINGS 1. This is the day and time for the Public Hearing to consider the request of Eileen V. Meister for a transfer of an Off -Sale Liquor License for a liquor store facility located at 117 West Churchill St. Notice of the Hearing was published in The Courier on January 25, 1990. Motion by Councilmember Kimble, seconded by Councilmember Farrell to continue the request for the ossible transfer of an Off -Sale Liquor License at 117 W. Churchill St. to the February 20th meeting. (All in favor). 2. This is the day nd time for the Public Hearing on the West Stillwater Business Park P1 n, a component of the City Comprehensive Plan, which includes the lan s between So. Greeley St. on the east and Long Lake on the west, Highwa 36 on the south and W. Orleans and Benson Farm lands on the north. Notice of t e Hearing was published in The Courier on January 25, 1990 and copies were mailed to affected property owners. Community Development Director Russell presented the West Stillwater Business Park Plan which was begun at City Council direction after the Woodland Lakes project failed. Mr. Russell stated the committee who developed the plain had Staff and Engineering assistance and he included a description of the Business Park, a list of goals and objectives to guide development of the area and a land use plan. Extensive discussion also included the possible connection of Pine Tree Trail to West Orleans Street and provision for a community center. Planning Commission Chairman Fontaine stated the Planning Commission reviewed the plan and recommended approval with two exceptions -- the area west of Co. Rd. 5, in Stillwater Township, should be given a zoning designation if and when it is annexed; and more study should be made of the Pine Tree Trail extension. 2 r • Stillwater City Council Minutes • Recessed Meeting February 6, 1990 • • Consulting Engineer Van Wormer explained the traffic plan and concerns regarding Pine Tree Trail being used for a through street to the business park. Pat Tierney, 717 Pine Tree Trail stated concern about the traffic estimate presented and asked Council to deny the plan. Jim Kriesel, 615 Pine Tree Trail, stated the property lines on Pine Tree Trail are wrong for about two blocks. If traffic increases in this area, it will only compound the problem. Don Junker, 1717 W. Pine St., added that the Benson farm would be the best place for a park. Dr. Ferguson, 62nd St. No., stated a concern for the township land to remain single - family. Joan Norman, 1281 W. Orleans St., is concerned about the extra traffic that would be generated in the neighborhood and likes the concept of a park next to her house. Mayor Abrahamson closed the public hearing and Council discussion followed. City Attorney Magnuson discussed the zoning of the Benson property which can take place after it is annexed. Extensive discussion followed regarding addition of a Community Center. The Council felt this may be a good place to relocate the Armory in combination with use as a community center. Further study would be needed. Motion by Councilmember Farrell, seconded by Councilmember Kimble to adopt the appropriate resolution approving the West Stillwater Business Park Plan as proposed with the inclusion of wording to allow the Armory /Community Center in the Ind. Park area and Pine Tree Trail shall be restricted to its current limits. (Resolution No. 8241) Ayes - Councilmember Bodlovick, Farrell, Kimble, Opheim and Mayor Abrahamson. Nays - None Council recessed for five minutes and reconvened at 9:55 P.M. 3. This is the day and time for the Public Hearing to consider modification of a previously approved PUD for a 56 -unit townhouse apartment complex, retail development and office building, to preliminary plat approval for a multi - family residential PUD consisting of 14 six -plex condominium units at the northeast corner of Highway 5 & Orleans St. in the RA, Single - Family Residential Dist., Heritage Development Corp., Applicant. Case No. PUD/89 -82. 3 Stillwater City Council Minutes Recessed Meeting February 6, 1990 Notice of tree Hearing was published in The Courier on January 25, 1990 and copies were mailed to affected property owners. Mr. Russell explained the plan to modify the original Cottages of Stillwater PUD wf^ich was approved approximately one year ago. The current proposal is for E.4 units of townhouse condominium units along Cottage Drive. He recommended that no units be built until the sanitary sewer service is in place. Further discussion involved a proposed Lift Station. Mr. Fontaine stated the Planning Commission recommended approval of the modification. Kevin Van Riedel representing Heritage Development, requested a permit be issued for a model home and also suggested that there is no need for additional parking spaces per building. Council disagreed, stating there is a need for additional parking for guests, etc. Mayor Abrahamson closed the public hearing. Motion by Councilmember Opheim, seconded by Councilmember Kimble to approve the revised PUD for multi- family residential units consisting of 14 six -plex condominium units at the northeast corner of Highway 5 & Orleans St. in the RA, Single - Family Residential Dist., as conditioned; with a building permit to be issued for one model unit, not to be occupied until the sewer is constructed, Heritage Dev. Corp., Applicant. Case No. PUD/89 -82. Ayes - 4; Nays - 1, Councilmemher Farrell. UNFINISHED BUSINESS 1. Six -Month Review of Special Use Permit for a Billiard Hall at 14470 No. 60th St. Mr. Russell stated a six -month review and discussion of police reports was made of the above establishment by the Planning Commission. The conclusion was that the type of activity reported is not excessive, most of the calls were generated by the pool hall for help in controlling unruly incidents and the owners have support of their fellow occupants. The owners will keep control over what is going on. Public Safety Director Mawhorter stated the owner is working with the Police to rectify the problems. Mayor Abrahamson closed the public hearing. Motion by Councilmember Opheim, seconded by Councilmember Bodlovick to continue the Special Use Permit for a 21,500 sq. ft. Billiard Hall at 14470 No. 60th St., with mother review of the facility in six months, Jeff Lundeen, Applicant. (All in 'Favor). PUBLIC HEARINGS (Continued) 4. This is the day and time for the Public Hearing to consider a Resubdivision request for Block 1, the Cottages of Stillwater, from three lots to sixteen Tots at the northeast corner of Highway 5 and Orleans St. 4 a • • • Stillwater City Council Minutes Recessed Meeting February 6, 1990 in the RA, Single - Family Residential Dist., Heritage Development Corp., Applicant. Case No. SUB/89 -83. Notice of the Hearing was published in The Courier on January 25, 1990 and mailed to affected property owners. Mr. Russell explained this is a companion request of the previous PUD request and has the same conditions and parking as the previous application. Mayor Abrahamson closed the public hearing. Motion by Councilmember Bodlovick, seconded by Councilmember Kimble to approve a Resubdivision request for Block 1, Cottages of Stillwater, from three lots to sixteen lots at the northeast corner of Highway 5 & Orleans St. in the RA, Single - Family Residential Dist., as conditioned, Heritage Dev. Corp., Applicant, Case No. SUB/89 -83. (All in favor). UNFINISHED BUSINESS (Continued) 2. Request for extension of time limits to connect Overlook Inn, 210 E. Laurel St. to City sewer line. Motion by Councilmember Bodlovick, seconded by Councilmember Kimble to approve the request for the Overlook Inn, 210 E. Laurel St., for a two -month extension to connect to City sewer line. (All in favor). • 3. Request for Variance to the State Standards for location of an on -site sanitary sewer system for Lot 8, Block 1, Browns Creek Heights Subdivision, Tor Hansen, owner. Comm. Dev. Director Russell reported to Council that the applicant requesting a variance to State Standards for location of on -site sewer system for a lot in the Brown's Creek Subdivision has withdrawn his request at this time. 4. Authorization to issue Certificate of Completion for INCSTAR office building located at 1951 Northwestern Ave. Motion by Councilmember Farrell, seconded by Councilmember Bodlovick to authorize execution of a Certificate of Completion for the IncStar project; and authorizing the Mayor and City Clerk to sign. (All in favor). 5. Possible second reading of the Noise Ordinance. The Noise Ordinance will be continued until the February 20, 1990 meeting. 6. Feasibility Report for L.I. 262, Krogstad property. Acceptance of the Feasibility Report for L.I. 262, Krogstad Addition, was continued until the applicant reviews the cost factors. NEW BUSINESS 1. Possible first reading of ordinances amending the City Code by modifying the procedure for design review in the Downtown Area. • 5 Stillwater City Council Minutes Recessed Meeting February 6, 1990 Motion by Councilmember Farrell, seconded by Councilmember Opheim to amend the Design Review Ordinance to establish the Heritage Preservation Commission as the Design Review Committee. (All in favor). Motion by Councilmember Farrell, seconded by Councilmember Opheim to amend the Design Review Ordinance & Preservation Comm. Ordinance to allow the Planning Staff to review & grant sign permits in Downtown Stillwater if they are consistent with Sign Ordinance & Downtown Design Guidelines. (All in favor) 2. Designation of Delegate to EMS Council. Motion by Councilmember Opheim, seconded by Councilmember Kimble to reappoint Councilmember Bodlovick as Delegate, Tim Bell as First Alternate, and Councilmember Kimble as Second Alternate to the Washington County EMS Council. (All in favor). 3. Landowner's Bill of Rights for DNR Boat Access. Council noted receiving the Minnesota DNR Landowner's Bill of Rights, as it relates to the St. Croix River Boat Access Development, and authorized signing of the receipt. CONSENT AGENDA Motion by Councilmember Bodlovick, seconded by Councilmember Opheim to approve the Consent Agenda of February 6, 1990, including the following: (All in favor) 1. Directing Payment of Bills. (Resolution No. 8238) 2. The following Contractors Licenses: Giebler Woodworking General Contractor Renewal 706 West Hickory Street Stillwater, Mn. 55082 Noah Bridges Carpentry 6712 Emerson Ave. No. Brooklyn Center, Mn. 55430 Suburban Lighting, Inc. 6077 Lake Elmo Ave. No. Stillwater, Mn. 55082 Woodsmith Builders 419 West Maple Street Stillwater, Mn. 55082 Yaeger Company, Inc. 10520 Stone Bridge Trail Stillwater, Mn. 55082 General Contractor Sign Erection General Contractor General Contractor 6 New Renewal New New • • Stillwater City Council Minutes Recessed Meeting February 6, 1990 3. Submission of claim to City's Insurance Agent regarding an incident at Northland Park. COUNCIL REQUEST ITEMS Discussion of "Task Force Times" Extensive discussion followed regarding appointment of the Downtown Business Parking Task Force Members and an inflammatory comment printed in "The Task Force Times ". Motion by Councilmember Kimble, seconded by Councilmember Opheim that inasmuch as a meeting of the Downtown Parking Task Force and Downtown Plan Implementation Committee took place at City Hall where "The Task Force Times" was distributed, which contained a comment maligning City Staff, that the City go on record in a statement to the employees that this was not an official sanctioned statement by any City body authorized by the Council against the Staff and the City of Stillwater apologizes that the information was printed and distributed. (All in favor). Appointment of Downtown Business Parking Task Force Committee Motion by Councilmember Opheim, seconded by Councilmember Kimble to appoint the following people to the Downtown Business Parking Task Force Committee: (All in favor). Richard Chilson Carl Ranum David Anderson Paul Simonet John Bourdaghs Dick Slachta Cooie Mellen Dave Swanson Dave Mawhorter COMMUNICATIONS /FYI 1. Application for MWCC General Advisory Committee Appointment. Motion by Councilmember Opheim, seconded by Councilmember Bodlovick to endorse the appointment of Mayor Abrahamson to the General Advisory Committee to the Metropolitan Waste Control Commission. (All in favor). 2. Letter from Susan Supina - Resignation from Park & Recreation Commission. Council directed a letter of thanks be forwarded to Susan Supina for her work on the Park & Recreation Commission. Motion by Councilmember Opheim, seconded by Councilmember Farrell to appoint Doug Hartman to the Park and Recreation Board to replace Susan Supina, who has resigned. (All in favor). 3. Letter of application from Harry Peterson for Port Authority appointment. Motion by Councilmember Farrell, seconded by Councilmember Bodlovick to appoint Harry Peterson to the Port Authority. (All in favor). 7 Stillwater City Council Minutes Recessed Meeting February 6, 1990 UNFINISHED BUSINESS (Continued) 7. Designation of Public Hearirg Date for Modification of Tax Increment Dist. #1 to include Desch Office Eldg. Motion by Councilmember Kimble, seconded by Councilmember Farrell to adopt the appropriate resolution setting March 20, 1990 for a Public Hearing on modification to Tax Increment Dist. #1 for the Desch Office Bldg. (Resolution No. 8242). Ayes - Councilmembers Bodlovick, Farrell, Kimble, Opheim and Mayor Abrahamson. Nays - None ADJOURNMENT Motion by Councilmember Farrell, seconded by Councilmember Bodlovick to adjourn the meeting at 11:10 P.M. (All in favor). Resolutions: No. 8238 - Directing Payment of Bills. No. 8241 - Amending the Comprehensive Plan to include the West Stillwater Business Park. No. 8242 - Setting March 20, 1990 for Public Hearing for Modification of Tax Increment Dist. #1 (Desch Office Bldg.) ATTEST: CITY CLERK 8 MAYOR 4 i • • • M E M O R A N D U M TO: Mayor and City Council, Department Heads FR: Diane Deblon, Finance Director DA: February 8, 1990 RE: CAPITAL OUTLAY After preliminary review of the capital outlay expenditures for 1989, there is approximately $80,000 left for 1990 capital outlay expenditures. Of this amount, 1990 capital outlay approved to date is approximately $37,000. This leaves a balance of $43,000 for capital outlay expenditures until the City issues capital outlay bonds in 1990. (The advice of bond counsel, Ron Langness, is to refrain from entering the bond market for capital outlay until the Oak Glen issue is resolved. Hopefully - soon.) It is my understanding that the parks department will be requesting approximately $25,000 for equipment needed by May 1, 1990. This would leave a balance of approximately $18,000 for capital outlay until the City receives proceeds from 1990 capital outlay bonds. I would recommend the City retain this balance for contingency purposes and in effect this would limit any further capital outlay purchases until funds are obtained from the bond sale. • • fdeau y dwty hal .ton_ptickp .truck 9ni-izld 1.tepcuati.on sae/time 2 ticim sowe44 SUBMITTED BY COUNCIL REQUEST ITEM • DEPARTMENT pA4 MEETING DATE 9eb. 20_, /990 DESCRIPTION OF REQUEST (Briefly outline what the request is) Izeq -ueat pe4sZ44Zon to aecuute Euo.ta.ti.on4 1o4 new_pi.eknE -tt ck & to_puxchae the 9ollowir5 caL taL ou ta_y. -i tem4 tin the /990 budie.t FINANCIAL IMPACT (Briefly outline the costs, if any, that are associated with this request and the proposed source of the funds needed to fund the request) aid t-c€44-c_ bue.t - x"18000.00 buffet - 7,500.00 b44 - L,000.00 9 haue checked wa th .t.Ituck deaLe44 & haue been -told ,truck would come tin under /5 ADDITIONAL INFORMATION ATTACHED YES ___ NO XX__ ALL COUNCIL REQUEST ITEMS MUST BE SUBMITTED TO THE CITY CLERK A MINIMUM OF FIVE WORKING DAYS PRIOR TO THE NEXT REGULARLY SCHEDULED COUNCIL MEETING IN ORDER TO BE PLACED IN THE CCUNCIL MATERIAL PACKET. DATE ' I' • • • SUBMITTED BY COUNCIL REQUEST ITEM DEPARTMENT latka MEETING DATE 2- 20-1990 DESCRIPTION OF REQUEST - (Briefly outline what the request is) .B_t _3.eli ik.4_LLAget n4-_Vhe pa4.k and f_ec. goa moved a. xe�r�teaJt to the Catty .,�„'Qr�. r,eLL to i,nc.Lude i,n the /990 -9/ capital owttari_ bond.i.rti. the 4 K of $25,000.00 9o4t the -i..natatta-ti.on oL L h-t-i.n1 at the newL1 ,ieconatuated taa.t- pL-tch aoi ball Lie Gd. FINANCIAL IMPACT (Briefly outline the costs, if any, that are associated with this request and the proposed source of the funds needed to fund the request) R .ruatata.on has been 2ec-ieued Lt. ora c Spa •r to geehnoLagdi .Ca gh.t,ing Co. Idoweue.t Ma. tft.ke PoLehna as wo■tb.i.nq on lettimil t4ee Eafea jtom N.:S.P. & o.thet -i,tema whtich wowLd 4edce the coat. ADDITIONAL INFORMATION ATTACHED YES ___ NO /X_ ALL COUNCIL REQUEST ITEMS MUST BE SUBMITTED TO THE CITY CLERK A MINIMUM OF FIVE WORKING DAYS PRIOR TO THE NEXT REGULARLY SCHEDULED CCUNCIL ME =TING IN ORDER TO BF PLACED IN THE COUNCIL MATERIAL PACKET. .6? DATE 2 -14 -1930 • DEPARTMENT n�k° M EETING DATE 2-20-1990 o-tgan4at.ron4. 94 add4n, to the conttact the naek & tee. t'ocz.d aLao appeoued • • DESCRIPTION OF REQUEST (Briefly outline what the request is) Attached -ia copy of covrteac t toe excLkaZue was of c-i t y parka by bria-i,neaaea on the toULowi.ng poL..cy; 7heee ahaLL be no fee chaeged foe the kae of the paek(a) by ci.u-ie/uoLwvrteet o4gci6 ,at4ona wheae4.n no uendon makea a pe•taonaL peot-it. O4gan4a-t.i.on4 whe4ea.4 the aponaoei.ng patty oe indi.ui,dkaL uendo•ta make a pe44onaL peotJt ahatt come betoee the pack & gee. t'oatd p44,o4 to the event and expLatin the natwee of the pnopoaed eue*t(a). She , oa,d ahaLL deWcai.ne it a tee ton the 44e of the paek(ai appeopeZate. FINANCIAL IMPACT (Briefly outline the costs, if any, that are associated with this request and the proposed source of the funds needed to fund the request) ADDITIONAL INFORMATION ATTACHED YES XX NO ___ ALL COUNCIL REQUEST ITEMS MUST BE SUBMITTED TO THE CITY CLERK A MINIMUM OF FIVE WORKING DAYS PRIOR TO THE NEXT REGULARLY SCHEDULED COUNCIL MEETING IN ORDER TO BE PLACED IN THE COUNCIL MATERIAL PACKET. SUBMITTED BY COUNCIL REQUEST ITEM DATE 2- /zI -90 1 Contract for Exclusive Use of Name of Organization Dates to be Used Purpose or Activity to be held ir. park(s) (Water. THE BIRTHPLACE OF MINNESOTA hours In return for the exclusive use of the park(s) above named and the right to sublease spaces within the park(s), the undersigned hereby agrees to the following stipulations: 1. Damage deposit in they amount of $300 to be paid at the signing of this contract (deposit to be refunded in whole or in part, depending on amount of damage, if any, as determined by the Superintendent of Parks). The lessee shall be responsible for any damage beyond that covered by the deposit. 2. Lessee shall furnish proof of liability insurance coverage in the amount of at least $600,000 (statutory limit) naming the City as additional insured. 3. Lessee shall furnish dumpsters or roll -off boxes in sufficient quantity to contain the accumulation of trash generated by the event(s) and shall see that all trash is picked up daily and deposited in dumpstars, including the emptying of park trash receptacles. 4. Lessee shall furnish portable restrooms (at least four) to augment the existing facilities. Note: In the case of Lowell Park the existing restroom facility shall be closed and the City shall furnish four portable units i.nstead. 5. Lessee shall confer with the Chief of Police as to the advisability of closing the Levee Road (Lowell Park) and shall hire any security personnel the Police Chief requires. 6. This contract shall pot be construed to affect the responsibility or liability of any pbarty, nor shall the City be held as assuming any such liability by persons or firms using the park(s). City of Stillwater Lessee Superintendent of Parks Date Date CITY HALL: 216 NORTH FOURTH STILLWATER, MINNESOTA 55082 PHONE: 612 - 439 -6121 park(s). • SUBMITTED BY DEPARTMENT __Fi peprr STAFF REQUEST ITEM MEETING DATE 2 -20 -90 DESCRIPTION OF REQUEST (Briefly outline what the request is) .2.— QA„P4Xtme i Gb rt.-1. mhara WA g ag11Pat i n Lerlaig i rm t j_ adV Za 9l 3. a t - memh FINANCIAL IMPACT (Briefly outline the costs, if any, that are associated with this request and the proposed source of the funds needed to fund the request) Fundin contained within budget ADDITIONAL INFORMATION ATTACHED YES ___ NO _ ALL COUNCIL REQUEST ITEMS MUST BE SUBMITTED TO THE CITY CLERK A MINIMUM OF FIVE WORKING DAYS PRIOR TO THE NEXT REGULARLY SCHEDULED COUNCIL MEETING IN ORD R TO BE PLACED IN THE COUNCIL MATERIAL PACKET. l -422 DATE 2 -16 -90 ?s, z, • .�„ water. TO: DAVID MAWHORTER PUBLIC SAFETY DIRECTOR Chief Mawhorter W THE OINTNFL*tE OF MINNESOTA STILLWATER POLICE DEPARTMENT Cpt. Beberg, S D f • FROM: enbach, Sgt. Klosowsky, PT Sgt. Buberl SUBJECT: Part -Time Officer Candidates DATE: 022090 We advertised for PT Officer Candidates and received 31 applications. Of those, 15 people responded to our invitation to take the written teat. All 15 passed the written teat and all were invited to take the oral exam portion of the test. Of these, 14 responded. Of the 14 candidates that took the oral exam, 8 passed and 6 failed. We ask that you review and ask the City Council for permission to hire those 8 candidates to supplement our current' list of Part -Time Officers. If, due to budget reasons you or the City Council feels we should cut beck on the number of candidates at this time we ask that the top 5 people be approved. The following is a listing of those 8 candidates and the order in which they finished in the "sting! Numbers 6 thru 8 could be placed on a 6 month eligibility list. 1. Shawn Marie Tholen 1143 Waldon Place Arden Hills, Mn. Age 30 2. Kenneth Rolland Pluff Jr. 933 Beech Street St. Paul, Mn. Age 27 3. Jeffrey Ned Potter 1415 Barr St. Paul, Mn. Age 22 4. David Lee Younkin 5401 Matterhorn Drive Fridley, Mn. Age 44 We did not have one applicant from the Stillwater area. The closest one was the above #6: 0 r 6 ws (,/i (69 . 7 ,,, 6 ,o %>i 4' / S "ice �'"' ' a ' < si / a te ° � . 5. Shawn Lane Campbell 408 Maple Lane Shorview, Mn. Age 22 6. Terry Martin Nelson 16830 - 21st St. Nor Lakeland, Mn. e 24 7. Brad 4357 Vadnais Age 20 8. Al: Lee Steinm- z 1 • East Little Canada Road, #228 ittle Canada, Mn. Age 24 212 North Fourth Street, Stillwater, Minnesota 55082 Phone: 612439 -1314 or 617 439 -1336 Skyl- Allen 11 Lane ights, Mn. be 21 on March 23rd) EMERGENCY TELEPHONE: 911 • • • M E M 0 TO: MAYOR AND COUNCIL FROM: MARY LOU JOHNSON, CITY CLERK DATE: FEBRUARY 16, 1990 SUBJECT: MEISTER PUBLIC HEARING FOR TRANSFER OF OFF -SALE LIQUOR LICENSE David Meister called me yesterday afternoon to request delay of the above item. He stated it will take approximately three months to settle his personal problems before he can proceed with the transfer and will contact me when he would like to come before Council. Since this item was published to be heard on February 20, I have left it on the Agenda and the Mayor can announce that it has been postponed until a later date. mlj • LIST OF BILLS EXHIBIT "A" TO RESOLUTION NO. 8243 Adams U. S. A. A. M. Leonard, Inc. Anchor Block Company Assn. Metropolitan Municipality A. T. & T. A. T. & T. A. T. & T. Bliss Plumbing & Heating Browning - Ferris Industries Business Equipment Brokerage Century Laboratories Coordinated Business Systems Courier, The Croix Oil Company DAC Industries Deblon, Diane Duro Test First Trust Flexible Pipe Tool Friot - Lay, Inc. Fritz Company, Inc. Grindstone, Inc. Goodwill Industries Gopher State One Call Gordon Iron and Metal Company Gun N Smith Hardware Hank Hooley Super Market International Assn. of Chiefs of Police J. L. Shiely Company Junker Recycling Service Junker Sanitation Service Kriesel, Nile Lakeland Ford League Mn. Cities Insurance Trust Magnuson, David Mautz Paint Company McGladrey & Pullen Metropolitan Council Metropolitan Area Management Metropolitan Waste Control Commission Midway Motor Lodge Minnesota Animal Control Assn. Minn Comm Bases /Plates 811.10 Anchor Pins /Peat Pots 126.73 Cement Blocks 24.72 Meeting 5.00 Long Distance Calls 102.12 Lease /Rental 113.70 Leased Equipment 47.42 Repairs 69.48 Rent Portable Units 51.00 2 Desks, 2 Chairs 1,082.00 Grease Gun 83.64 Maintenance Contract 452.72 Publications 356.16 Gas 4,422.12 Cleaners 132.57 February Health Ins. 197.39 Light Bulbs 119.56 Payment Fees 2,410.50 Cinch Tool 143.73 Concession Supplies 211.83 Concession Supplies 286.20 Sharpen Ice Knives 30.00 January Expenses 507.34 Location Requests 50.00 Tubing /Iron 221.30 Trap Loads /Wooden Grips 68.00 Supplies 60.59 Zip Lock Bags 2.39 Newsletter /Membership Beberg 112.00 Sand January Recycling Lift Stations /Boxes Expenses Turn Signal Switch 446.27 3,532.50 408.10 50.20 40.34 Insurance Premium 46,553.75 Legal Services 4,859.45 Paint /Supplies 318.12 1989 Audit 2,630.00 Final Payment 2.5,800.00 Membership 15.00 Sewer Service Charges 70,033.98 Lodging- Jacobson 55.00 Annual Conference - Jacobson 60.00 Maintenance Agreement 220.00 Minnesota Police Briefs Mn. Correctional Facility MTI Distributing Company One Hour Express Photo Pepsi -Cola Company Pony Express Relcaders R & R Specialties River City BeverzLge Russell, Stephen Safety Kleen St. Croix Animal Shelter St. Croix Car Wa th St. Croix Cleane s Sensible Land Us Coalition Short Elliott Hendrickson Snyder Bros. #16 State Treasurer Stickan, La Donna Stillwater Area C of C Stillwater Gazette Stillwater Gazette Taystee Baking Company Texgas Thompson Hardware Company Tri -State Pump and Control United Building Center U. S. West Communications University of Minnesota Valley Auto Supply Viking Office Products Washington County Chiefs of Police Assn. Watson, Dennis Wear Guard Wybrite, Inc. Yocum Oil Company Ziegler, Inc. ADDENDUM TO BILL'S Beberg, Byrdie Deblon, Diane Government Training Service G & K Services Motorola, Inc. St. Croix Car Wash Subscription Printing Office Supplies Equipment Parts Photo Processing Pop Reloads Radiator Concession Supplies Meals /Parking Maintenance Parts Washer January Fees 2 Car Washes Laundry -Fire Dept. Lunch /Seminar - Russell Engineering Film /Batteries Certification Fee - Nordquist Mileage Annual Dinner Meeting 9 Publications Publications Concession Supplies Propane Supplies Repair Nelson Lift Wood /Timbers Services Conference -M. Johnson Auto Parts Office Supplies 1990 Dues - Beberg /Mawhorter Programming Uniforms -Fire Maintenance Agreement Fuel Oil and Gas Battery Data Entries Mileage Institute - Mawhorter /Beberg Uniform Rental Service Agreement Squads Washed (15) Adopted by the CDuncil this 20th day of February, 1990. 48.00 369.80 141.51 • 95.78 310.50 599.97 100.00 352.00 19.69 88.00 170.00 16.00 35.10 15.00 106,542.97 69.42 15.00 10.00 140.00 16.00 6.00 90.87 243.11 38.57 1,518.02 • 23.28 1,742.45 100.00 355.39 175.95 50.00 540.00 110.43 141.00 2,675.14 367.52 367.50 12.50 300.00 663.84 176.55 60.00 • • • CONTRACTORS APPLICATIONS February 20, 1990 C & M Trust Masonry & Brick Work Renewal Centuria, Wi 54824 Dick Lodge Construction, Inc. General Contractor Renewal Stillwater, Mn. 55082 River City Contracting, Inc. General Contractor New Stillwater, Mn. 55082 Thomas E. Akim Rivertown Taxi 823 So. 4th St. Stillwater, Mn. 55082 TAXI LICENSE 1987 Ford VIN #... 1987 Ford VIN #... Renewal • • • CLAIM AGAINST CITY OF STILLWATER NAME OF CLAIMANT ADDRESS /(h0-r4 WHEN DID EVENT OCCUR? ` - 3/ - 70 WHERE DID EVENT OCCUR? Soo 42_ M o iL ery"- 5` WHAT HAPPENED? e m4 VIoLe Cove"- loo eed ehl A e n Tel A S'fil 4 L ( ? t ' e4 UI1o(rt= r , p i r et'S 1 WHY DO YOU FEEL THAT THE CITY WAS AT FAULT? Mgr/ /?,Le ea- 14444, 54 0(141 (1L1 IA , e teem rent. e eoC STATE THE NATURE OF THE DAMAGE AND THE COSTS ASSOCIATED i g L em 40 41 14 0 00 NAME OF PERSON MAKING REPAIR; OR GIVING CARE — 90 DATE PHONE NO. 4 5,44A_ SIGNATURE You have to formally notify the City in writing within thirty (30) days of the occurrence of an event whereby you feel you have suffered damages. • CHEVROLET STILLWATER MOTOR COMPANY Phone: 439-4333 5900 Stillwater Blvd. North STILLWATER, MINN. 55082 INSURANCE CARRIER REPAIR REPLACE PARTS NECESSARY AND ESTIMATE OF LABOR REQUIRED TYPE OF INSURANCE ADDRESS BUICK 1 NSE NO. ADJUSTER /A4 6: 6, Jeep Eagle ALL PART NEW ORIGINAL EQUIPMENT UNLESS OTHERWISE SPECIFIED TOTALS INSURED PAYS $ INS. CO. PAYS $ R.O. NO. 1 88 - 37 5 NORICK OKLAHOMA CITY SIGNED DATE 19 SPEEDOMETER / . - AL NO. (VIN NO .1 PHONE SUBLET COST ESTIMATE INS. CHECKS PAYABLE Tri The above is an estimate, based on our inspection, and does not cover additional parts or labor which may be required after the work has been opened up. Occasionally, after work has started, worn, broken or damaged parts are discovered which are not evident on first inspection. Quotations on parts and labor are current and subject to change. •TIMATE MADE BY Authorization For Repairs. You are hereby authorized to make the above specified repairs to the vehicle described herein. WE DO NOT GUARANTEE RUST REPAIRS SHEET NO VEHICLE LOCATED AT PAINT COST PARTS COST ESTIMATE ESTIMATE / • 0 • GRAND TOTAL WRECKEF TOTAL OF ESTIMATE co 1 Inn/•1 C yr ncrr+mL 13913 nF SHEE' DATE LABOR COST ESTIMATE 3 __;■ "5 TAX Car Owner / ':'r') Address (7 7 Insurance Co. I.D YEAR MAKE 1 '�l Repair D &D Kustom Body 13089 Square Lake Trail N. Stillwater, MN 55082 439.3283 Painting • Insurance Work • General Repair SHEET NO. OF SHEETS Replace DESCRIPTION OF LABOR OR MATERIAL C1 I CT' S. ¢ MODEL 0 7.,. CITY I � / (/ w, ; y Adjustor LICENSE NO. i ✓J r- ` The above estimate is based on our inspection and does not cover additional parts or labor which may be required after the work has started. Worn or damaged parts, not evident on first inspection, may be discovered and you will be contacted for authorization for addtional work. Parts prices subject to change without notice. This estimate is good for -'() days. • $ Insurance Deduct,ble Estimator i j G - ' - ^ - . ?'..4 - ,,-L.: -- -.mot - ' ..... ACKNOWLEDGEMENT: 1 have read and understand the above estimate and authorize repair service be performed., including sublet work and acknowledged receipt of this estimate. An express mechanic's lien is hereby acknowledged on above car, truck, or vehicle to secure the amount of repairs thereto. . Business Phone Home Phone Y-S�%' Phone SPEEDOMETER ESTIMATE AMOUNT $ Revised Estimate $ Customer's O.K. By Time THIS WORK AUTHORIZED BYi DATF Deposit WORK ACCEPTED BY DATF Chgs. If not Repaired $ ; CODE N -NEW U -USED R- REBUILT LABOR HRS. 1. 0 Date_ `��^ Cj Est. No Repair Order No Retain Parts Destroy Parts ESTIMATE AND REPAIR ORDER I n PARTS HRS. OF LABOR @ $ Date Called I By Whom Customer Initial MISC. . PARTS PAINT MATERIALS BODY MATERIALS SUBLET TAX ADVANCE CHARGES TOTAL SUBLET-NET 8 PAINT - Y _Y PER HR. $ PLACE CC'•'MOTED (PLC) IIRD SOUAD OR BADG M (Hilt TIME ASIG (TAS) TIMEIARR. (TAR) TIME CLR. (TCL) P, I a‘S a -0 0 � C'33 ao'IS CODE: C - Complainant J • Juvenile S8 • Sub(ect S - Suspect V - VfctIm RO - Registered Owner W - Witness RP - Reporting Party A - Arrested CODE NAME (LAST FIRST MIDDLE) \A SEX ADDRESS I� \ 1 I t RES. I I 1 1 \ i , (' ¢ . , Z t_ - a 11 C \ . .� .11.. J r. - +_T ISN BUS. CODE NAME (LAST FIRST MIDDLE) ADDRESS RES. BUS. IIEM NO PROPFRTY TEN TYPE PTC INITIAL OFFENSE CLASSIFICATION ( \\ T (-6:`e\ CE �'"F S�v1 DATE REPORIEO (RPM) I 1IME RPD (1131') GRID NOR (I GN) — ?4* -- I 90.3o 1h7 VALUE SVL-RVL QUANTITY I BRAND NAME -Q C fi t i� V�4_ 13_ 4..� 4.. \ • REPORTING PARTY I affirm this Information to be true and correct OFFICER SIG 7i �2 ENTRIES MADE Arrest - _. INCIDENT REPORT 215 Stolen Prapetly <' _�• - ¢ .r COPIES SENT TO APPROVED BY DATE DATE OCCURRED TIME OCCURRED I --9 UOC C i g g X UOC SEX RACE RACE I AGE DATE OF BIRTH OCCUPATION k ,. ?(e+ Recovered Prapetty __ — __ Incident CONNECTING CASE NUMBERS UOC UCS DAY UCS ^ m .S pt 9 UCS , ZIP CODE TELEPHONE AGE DATE OF BIRTH OCCUPATION ZIP CODE TELEPHONE PROPERTY DESCRIPTION (INCLUDE SERIAL NO.) N `1 „ \ C ,D — L t1v_G �C � ��T�s.rN t11cS. T��Y- :.f�Q - C+ 2 S?C■ \\— C• • t•I N•g..-, v\\C\ •\ \ l p C• c'- 1 (• - . . \ C.-.b C;. v15:l S.) v,. . %.mac:._ G. -Q etc . ,-- TA C C-Ak 4 c• •�-�� e Qc c . NED�r PAGE OF Form 1826 Diek 1 STAFF REQUEST ITEM I S I DEPARTMENT Administration MEETING DATE _ F DESCRIPTION OF REQUEST (Briefly outline what the request is) mi�r�fjlm r�p4s.�1 r���Li from tie Dada & Records Management �1Yi i of the�t&t� Q �LinnPSO a tar m1�r4.f1JwjQ�Ly�rL4l �Lty__records. FINANCIAL IMPACT (Briefly outline the costs, if any, that are associated with this request and the proposed source of the funds needed to fund the request) Approximately $1,088.67 for filming the records; $250 - $350 for a microfiche reader and $40.00 for file boxes for microfiche film. ADDITIONAL INFORMATION ATTACHED YES X NO ALL COUNCIL REQUEST ITEMS MUST BE SUBMITTED TO THE CITY CLERK A MINIMUM OF FIVE WORKING DAYS PRIOR TO THE NEXT REGULARLY SCHEDULED COUNCIL MEETING IN ORDER TO BE PLACED IN THE COUNCIL MATERIAL PACKET. SUBMITTED BY Mary Lau. +lnhns.aa. DATE • E M 0 TO: MAYOR AND COUNCIL FROM: MARY LOU JOHNSON, CIT CLERK DATE: FEBRUARY 15, 1990 SUBJECT: PROPOSAL FOR MICROFILMING VARIOUS CITY RECORDS Attached is a proposal from the tate of Minnesota for the start of our Data Retention Program and microfilms g various City records -- minutes, resolutions, ordinances, etc. f om the 1850's to now. The City will have a copy of the film and the State ecord Center will also retain a copy of the film for security. In addition, after the records are filmed, I recommend sending the material to the State Historical Society. his would greatly free up some space that is badly needed and help to pres:rve these old records. I spoke with a representative of the Historical Society, who stated that it is State Law that these records be sent to the istorical Society if they are not retained in the City Offices -- therefor:, they could not be sent to the Library. The storage area at the State is climate controlled and they have fire supression and detection devices. The istorical Society building is located at 1500 Mississippi, near Hwy. 35E a d Larpenteur and they are open Monday through Friday, 8:30 A.M. to 5:00 P . and on Saturdays from 9:00 A.M. to 1:00 P.M. for the public. Also, we will need to purc ase a reader and a couple of storage trays for the film. The Library has a reader /printer so we could use their machinery if a hard copy is required. • STATE OF MINNESOTA Department of Administration • DIVISION OF Data and Records Management 333 Sibley Street 7th Floor St. Paul, MN 55101 City of Stillwater City Clerks Office 216 North Fourth Street Stillwater, MN 55082 Mary Lou Johnson January 19, 1990 Dear Mary Lou; Enclosed is the microfilm proposal and cost estimate requested by your office. Please review and make any necessary changes. After you have signed the proposal, please return to: We look forward to doing business with you. If you have questions, or if I can be of further assistance, please do not hesitate to call. Michael Bodem Micrographic Services Unit Michael Bodeen, Manager Micrographic Services Unit 333 Sibley St., Suite 767 St. Paul, MN 55101 DEPARTMENT OF ADMINISTRATION ROOM 767, 333 SIBLEY ST. PAUL, MINNESOTA 55101 PROPOSAL MICROFILM PROPOSAL AND COST ESTIMATE FOR CITY OF STILLWATER COUNCIL MINUTES, ORDINANCES AND RESOLUTIONS JANUARY 30, 1990 This proposal is to microfilm the city of Stillwater's Council Minutes, Ordinances and Resolutions. There is an estimated 14,290 images (documents) contained in these record series. The City of Stillwater has fully adopted the General Retention Schedule for Cities. This proposal covers; (1) City Council Ordinances numbers 1 through 699, dating from 1911 - to present (plus Indices). Page four, Item number forty three - General Retention Schedule. (2) City Council Resolutions book numbers 1 through 5 and books representing 1951 to 1988 (plus Indices). Page Four, Item number 43 - General Retention Schedule. (3) City Couzcil Minutes book numbers 1 through 11 and books represezting 1979 through 1989 (including Indices). Page four, ItIm number thirty nine - General Retention Schedule. (4) City Council Proceedings 1934 to 1980. Page four, Item number thirty nine - General Retention Schedule. OUTPUT The books covered by this proposal represent a challenge in that they are of many different sizes and shapes. It is our intention to attempt to bring them down to a standard size and format by microfilming them at various reduction ratios. The output of this project will be "flat film" with the earlier more difficult to handle books on jackets and the later books on microfiche. This will give the City of Stillwater standardization without compromising the integrity of the film or the books themselves. The film produced by this project will be processed and sent to the Minnesota Historical Society for archival testing. Once the film is passes' by the Society, it will be duplicated. The 41 • duplicates will be sent to the City of Stillwater to act as their daily "working" copy. The original film will be stored in the State Records Center's Vault permanently. The original film will serve as the City of Stillwater's security copy meeting or surpassing disaster recovery responsibilities. EOUIPMENT REOUIREMENTS The City of Stillwater does not at the present time have any equipment with which to view the microfilm produced by this project. The city will have to purchase a viewer, and if it deems a microfilm reader /printer. A simple viewer for this microfilmed can be purchased for under $200.00. Reader /printers are available for under $2000.00 depending upon estimated number of prints, etc. DISPOSTION OF ORIGINAL DOCUMENTS Once the City of Stillwater is microfilm the they may dispose these documents are considered they must be transfered to the for selection and disposition. COST ESTIMATE finished reviewing the of the paper documents. As to be of a historical value, Minnesota Historical Society The costs for this project are estimated to be $1088.67. Please note that this is an estimate only, based upon an estimate of the number of images (documents) and the estimated complexity, if any of filming these documents. We are not responsible for extra costs due to special handling or filming procedures required or incurred due to changes in procedures or in output made by the client. As a state agency, the Micrographics Unit must pass on to the client agency the additional costs, with proper notification as required. APPROVALS Micrographic Unit Manger. Michael Bodem CONTACT Mary Lou Johnson 216 North Fourth Stillwater, MN 550&2 439 -6121 \\%°\‘ Date City of Stillwater Date • • • )),1 4,4 btfaby dittAliftwAsAv\- m /4. 71..c/r.11 amt, e yam-.. 5 so g 2_ Lam.m 'y-t -v u, c t, c ;b 4AAA4Ae.4. Aiwa --- r a.4_ ÷ .e,t&J _ A4m,v..eo v .0-0 --&e(-41A:pit aktpe ioa/tA tv ? LA)lavb cc, tvawic 6' t atAA4L_ n z)7f k .1i9/ 3266 Gt z w 114.0tAxIt X39 -4- .2/3 (t ___„,t,e_4/vd 2 „4/1.0.44",... 'a . i 9 a • RUDY PERPICH GOVERNOR February 9, 1990 Wallace L. Abrahamson Mayor 216 N. Fourth Street Stillwater, MN 55082 Dear Mayor Abrahamson: Sincerely, RUDY PERPICH Governor STATE OF MINNESOTA OFFICE OF THE GOVERNOR ST. PAUL 55155 Last year the Minnesota Clean Rivers Project initiated a statewide program called "The Mayor's Challenge ", in an effort to clean up waterways in and around our state's communities. Over 240 mayors indicated an interest in organizing a cleanup effort for their community, and 56 cities actually participated. The hard work by these dedicated leaders really paid off -- nearly 400 tons of debris was removed from 287 miles of shoreline through an effort that involved 13,868 volunteer hours. This year we want to 0 increase our efforts to include many more Minnesotans who are interested in making their communities a cleaner, healthier, and more aesthetically pleasing place to live. As you are probably aware, Minnesotans will be holding celebrations and special events in conjunction with "Celebrate 1990." In addition, April 22, 1990 is the twentieth anniversary of Earth Day, and groups and individuals throughout the country will be making special efforts to enhance our environment. You can take the first step by returning the enclosed card. Thanks for your help. AN EQUAL OPPORTUNITY EMPLOYER Address City State ZIP night ( Telephone -day ( 0 Yes, we ari planning a cleanup on (date) for the (name of river) 0 Please send a copy of the How-to Kit. PLEASE RETURN THIS POSTCARD if you are planning a river cleanup in 1990 - or if you would like to receive a How-to Kit for organizing a cleanup. • • League of Minnesota Cities February 2, 1990 Nile Kriesel Coordinator 216 No. Fourth St. Stillwater, MN 55082 Dear Nile: 183 University Ave. East St. Paul, MN 55101 -2526 (612) 227 -5600 (FAX: 221-0986) The League of Minnesota Cities is in the process of planning our 1990 regional meetings. One of the first steps is to invite 12 cities to host our regional meetings. Would Stillwater please consider hosting a LMC regional meeting on Wednesday, September 12. The League depends greatly on the work done by the host city to make our regional meetings successful. The host city will be requested to: - - Select an appropriate meeting facility. Attendance at each meeting varies, but is approximately 100 city officials. The facility must be handicapped accessible and be available from 1:30 - 9:30 p.m. The afternoon portion of the program requires space for at least 50 people, with the set -up for dinner and the evening meeting either reserved for that same area or an adjacent area. - - Select evening's menu (priced under $12.00) - -Send invitations to city officials in your area inviting them to attend the meeting. The League provides address labels and a sample invitation which should be mailed four weeks prior to the meeting date. - - Collect the RSVP forms which will be mailed with the invitations. The postcards are used to track attendance for the evening meeting so the appropriate meal guarantee can be made. - -Send a newsrelease, based on the LMC's sample, to area newspapers to announce the meeting. Host cities are also encouraged to invite the local press to attend. - - Arrange for pop and coffee for the afternoon session. To recover your costs, 75 cents should be added to the price of the dinner. Nile Kriesel Page 2 February 2, 1990 -- Contact your local legislators and encourage them to attend. While the League sends a general invitation to all legislators, it is helpful if you write and call your legislators to request them to attend. The League of Minnesota Cities is responsible for: - - Developing the program and presenting it. - - Providing the sample invitation, RSVP form, and address labels to mail the invitations. - - Mailing a genera_ notice to all city officials concerning the regional meetings' dates /locations to promote attendance. -- Providing all background materials needed for the meeting. A social hour prior to dinner is left to the city's discretion. Some city councils do not wish to sponsor a social hour. Please that the League does not urge them to do so regardless of the availability of sponsors. If a social hour is scheduled, it should end by 6:00 p.m. when dinner will begin. Charges for drinks should not be included in the price of the meal. Some cities have requested local companies to sponsor the cocktail hour. This is perfectly acceptable, as long as no "hard selling" occurs during the social hour. Please discuss this request to host a regional meeting at your February council meting. If your city wishes to host the meeting, please contact Lynaa Woulfe at the League office, (612) 227 -5600 by February 28 and inform her of the council's decision. We look forward to working with you. If you have any questions or need any help, pierse feel free to call. i cerely, Vv\ Donald A. Slater Executive irector 1 • • • • • Gary R. Johnson Vice President—Law David A. Lawrence Jack F. Sloholm Director —taw Director —Law Writer's Direct Dial Number 330 -6648 / � DAVID A. LAWRENCE Director - Law Attachment Northern States Power Company Law Department 414 Nicollet Mall Minneapolis, Minnesota 55401 Telephone (612)330 -6600 Fax No. (612)330 -7558 February 9, 1990 TO MUNICIPALITIES AND COUNTIES IN NSP'S ELECTRIC SERVICE TERRITORY: Re: Minnesota Public Utilities Commission Docket No. E- 002/GR -89 -865 On November 2, 1989, Northern States Power Company ( "NSP ") filed for an electric rate increase with the Minnesota Public Utilities Commission ( "PUC "). The Commission has referred this filing to the Office of Administrative Hearings for evidentiary and public hearings. In accordance with paragraph 4b of the Commission's Notice and Order for Hearing dated November 29, 1989, attached is the notice of scheduled public and evidentiary hearings to be held in this proceeding. If there are questions, feel free to call the undersigned. Anomeys Gene R. Sommers Ralph S. Towler Joseph 0. Bizzano, Jr. Stephen C. Lapadat Harold J. Bagley JoAnnn M. McGuire James L. Altman Hollies M. Winston Donnelida L. Rice Cheri L. Brix Michael J. Hanson RTE INCREASE NOTICE: H A 1NGS SET ON NSP'S EQ 'i EST FOR ELECTRIC TE INCREASE Public hearings ire scheduled on Northern States Power Company's request for an electric rate increase Any NSP elect 'ic customer may appear or make a statement at these Bearings. You are invited to address concerns such as the adequacy and quality of NSP's electric service, the level of rates or other related matters. lb( do not need to be represented by all attorney. The hearings will be: Thesday Dilworth Wednesday Minneapolis March 6, 1990 Depot Hall March 14, 1990 Hennepin Cty Gov Ctr 7:00 p.m. 11 vy 10 & 4th St. N.E. 1:30 p.m. Auditorium 300 S. 6th St. Wednesday St Cloud Thesday Winona March 7, 1990 Council Chambers March 20, 1990 Council Chambers 7:00 p.m. 40 2nd St. S. 7:00 p.m. 3rd Floor 207 Lafayette Monday Coon Rapids Wednesday Mankato March 12, 1990 Sr Center Room March 21, 1990 Council Chambers 7:00 p.m. 1323 Coon Rapids Blvd. 7:00 p.m. 202 E. Jackson Thesday St Paul March 13, 1990 AtIministration Building 7:00 p.m. 50 Sherburne Ave. Rc om 116B Evidentiary Bearings for presentation of formal direct testimony, rebuttal and surrebuttal testimony, and cross- examin ttion of that testimony arc scheduled for Monday, April 9, 1990, and thereafter as needed, 9:00 a.m., Large Hearing Room, 7th floor, American Center Building, 160 E. Kellogg Blvd., St. Paul, MN 55101. Information about the public and evidentiary hearings may be obtained from Mr. Richard C. Luis, Office of Administrative Hearings, 5th floor, Flour Exchange Building, 310 Fourth Avenue South, Minneapolis, MN 55115. NSP has asked t'ic Minnesota Public Utilities Commission (PUC) for a 10.2 percent ($120.8 tnillion) increase in electric r:venue. Part of that total, a 6.91 percent ($81,542 million) interim rate increase is now reflected in c Jstomers' bills, subject to refund. The public hearings will provide an opportunity fur customers and others affected by the proposed increase to present their views to the Administrative Law Judge and the PUC. Average Monthly Bill Residential Usc Present Interim Proposed 250 K W11 $16.10 $17.21 $19.26 500 K W } I 34.69 37.09 38.02 750 K Wi1 49.79 53.23 54.78 1000 KWH 64.88 69.36 71.53 Small General Service Us( Present Interim Proposed 500 K WII $ 37 $ 40 $ 41 10(X) K Wit 67 72 74 2000 K W }1 127 136 140 General Service Use /Demand Present Interim Proposed (KWII /KW) l0,(X)0/40 $ 562 $ 601 $ 621 30,0(X1/75 1,342 1.435 1,478 400,000,'1000 17,599 18,815 19,417 NSP REQUESTED 'THE RATE CIIANGES DESCRIBED ABOVE. TIIE MINNESOTA PUBLIC UTILIT7IS COM MISSION COULD EITHER GRANT 01t DENY TIiE. REQUESTED CiIANGIS, IN WiIOLE OR IN PART, AND MIGIIT GRANT LESSER OR GREATER INCREASETIiAN THE ONE REQUESTED FOR ANY CLASS OR CLASSES OF SERVICE. If you want nor: information about this increase, contact the Minnesota Public Utilities Commission, 711i Floor, American Center Building, 160 East Kellogg Boulevard, St. Paul, MN 55101. The proposed rate schedules and a comparison of present and proposed rates may be examined by the public during normal business hours at the Department of Public Service, 790 American Center Building, 160 East Kellogg Boulevard, St. Paul and at Northern States I'ower Company offices located at it14 Nicollet Mall, Minneapolis; 2302 Great Northern Drive, Fargo; 417 Wabasha St., St. Paul; 825 ltice St., St. Paul; 17(X) E. County Road E, White hear Lake; 3(XX) Maxwell Ave., Newport; 2763 First Ave., N.W., Faribault; 393(1 Pepin Ave., Red Wing; 3515 Third 51. N., St. Cloud; 5050 Service Drive, Winona; 5(X) W. Russell St., Sioux Falls; 4501 68th Ave. N., Brooklyn Center; 5309 W. 7011i Street, Edina; 210 Lime St., Mankato; 5505 County Road 19, Shorewood; 1505 Washington Ave., Montevideo; and 3115 Centrc Pointe Drive, Roseville. Northern States Power Company blic Members Warren Affeldt Fosston Paul Bailey Minneapolis Fred Corrigan Prior Lake Jack Fitzsimmons Waseca Bernie Montero St. Paul Gladys Johnson Duluth Bill Koniarski Belle Plaine Sherm Liimatainen Cloquet Bruce Nawrocki Columbia Heights Abe Rosenthal St. Paul Robert Schlegel Marshall Pheene Zak Little Falls • Executive Committee Sen. Keith Langseth Chair, Glyndon Rep. Henry Kalis Vice- Chair, Walters Kerry Van Fleet Secretary, Fridley Legislative Members Sen. Clarence Purfeerst Faribault Sen. Marilyn Lantry St. Paul Sen. Lyle Mehrkens Red Wing Rep. Jim Rice Minneapolis Rep. Bernie Lieder Crookston Rep. Sidney Pauly Eden Prairie TRANSPORTATION STUDY BOARD February 1, 1990 Tom L. Johnson, Executive Director (612) 296 -7932 Mary Beth Davidson, Administrative Assistant G -24 State Capitol, St. Paul, MN 55155 TO: County and City Engi ers FROM: Tom L. Johnson Director, Transportation Study Board RECEIVED SHORT El 1107 HE%DRICKSON, FFB 5 1990 ST. PAU LI SUBJECT: Transportation Study Board Interim Report The attached report is being provided you for informational purposes. It describes the status of the Minnesota transportation system, indentifies issues for further work by the Study Board Sub- committees and gives guidance to the preparation of our final report which is do to the Legislature and Governor by January 15, 1990. The report should be considered a draft at this point. It was presented to the Study Board Members yesterday as an informational item. I will be requesting Board adoption during our February meeting currently scheduled for the 28th. Please contact me should you have comments or questions. Thanks Printed on recycled paper Ga 4 .' January L. y 29, 1990 John SpOJta tj d3 ' Board A report • su mmarizin g th statu of M innesota 's transp• ortation system proposing issues to focused u be p ° n by the Transportation Stu dy • giving guidence to preparation the final report of the concerni Minnesota's surfac transportation n e needs look ing into the 21st st 1 • • INTERIM REPORT STATUS OF TRANSPORTATION SYSTEMS ISSUES FOR COMMITTEE DISCUSSIONS STUDY OF MINNESOTA'S SURFACE TRANSPORTATION NEEDS JANUARY, 1990 TRANSPORTATION STUDY BOARD TOM JOHNSON EXECUTIVE DIRECTOR • TABLE OF CONTENTS I. EXECUTIVE SUMMARY PAGE 1 II. INTRODUCTION /BACKGROUND 2 STUDY PROCESS 3 TRENDS WHICH WILL AFFECT TRANSPORTATION NEEDS 4 GOALS AND OBJECTIVES 8 III. EXISTING SURFACE TRANSPORTATION SYSTEMS 11 HIGHWAY SYSTEM 11 TRANSIT SERVICES 18 RAILROADS 18 WATERWAYS 23 IV. TRANSPORTATION PLANNING AND FUNDING 25 STATEWIDE TRANSPORTATION PLANNING 25 REGIONAL DEVELOPMENT COMMISSIONS 25 METROPOLITAN PLANNING ORGANIZATIONS 28 TWIN CITIES METROPOLITAN PLANNING PROCESS 29 PROGRAMMING FOR STATE TRUNK HIGHWAY PROJECTS 29 COUNTY STATE -AID SYSTEM 31 MUNICIPAL STATE -AID STREET SYSTEM 32 TOWNSHIP ROADS 32 PUBLIC TRANSIT ASSISTANCE PROGRAM 32 LIGHT RAIL TRANSIT 33 MINNESOTA RAIL SERVICE IMPROVEMENT PROGRAM 35 WATER TRANSPORTATION 35 V. KEY ISSUES 36 TRANSPORTATION PLANNING 36 PRIORITIES FOR TRUNK HIGHWAY PROJECTS 37 ALLOCATION OF HIGHWAY FUNDS TO LOCAL UNITS OF GOVERNMENT 38 FUNDING FOR TRANSIT SERVICES 41 FUNDING FOR RAILROADS 42 FUNDING FOR WATER TRANSPORTATION 43 FUNDING SOURCES 44 VI. COMMITTEE WORK PLANS 46 POLICY AND DECISION MAKING COMMITTEE 46 FINANCE COMMITTEE• 47 INFRASTRUCTURE NEEDS AND PRIORITIES COMMITTEE 47 TABLE OF CONTENTS FIGURE PAGE 1 TRUNK HIGHWAY SPRING RESTRICTIONS 7 2 CHANGES IN VEHICLE MILES TRAVELLED AND FUEL CONSUMPTION 9 3 HIGHWAY MILEAGE COMPARED TO VEHICLE MILES TRAVELLED 12 4 DEFICIENT BRIDGES BY ROAD SYSTEM 13 5 COUNTIES 15 6 CITIES OVER 5000 POPULATION ELIGIBLE FOR MUNICIPAL STATE -AID 17 7 PUBLIC TRANSPORTATION SYSTEMS IN MINNESOTA 19 8 MAXIMUM 20 -YEAR LRT PLAN 20 9 ACTIVE RAILROADS IN MINNESOTA 21 10 COMMCDITY SHIPMENTS IN MINNESOTA 22 11 PORTS AND WATERWAYS IN MINNESOTA 24 12 HIG 'AY REVENUES AND EXPENDITURES 26 13 ME TR POLITAN PLANNING ORGANIZATIONS (MPOs) AND REGIONAL DEVELOPMENT COMMISSIONS (RDCs) 27 14 MN /DCT DISTRICTS AND MAINTENANCE AREAS 30 15 GREATER MINNESOTA PUBLIC TRANSIT 1987 TOTAL PROGRAM COSTS 34 16 MARKET ARTERY SYSTEM 39 11 IP I. EXECUTIVE SUMMARY • While Minnesota is not in an immediate transportation crisis, there are many conditions that indicate that the state is losing ground in the ongoing battle against an aging infrastructure and ever increasing congestion. Minnesota's highway system has an excellent safety record today, but will this continue if the issues of congestion and roadway condition are not addressed? The state's economy is currently experiencing strong growth, but will this continue if we are not able to maintain a competitive environment for goods movement by rail, water and truck? The Twin Cities is experiencing congestion today, which is not as severe as that of metropolitan areas like Los Angeles, but how soon will that change if nothing is done to accommodate the growth of the metropolitan area? Roads are typically designed for a twenty -year life, but 35% of the state's roads are now over 50 years old and the number is growing. By federal criteria, there are over 5,000 bridges in the state with deficiencies. How long before such roads and bridges are unsafe for public use? Likewise, the rail and water transportation industries suffer from an aging infrastructure. Congestion is increasing rapidly in the Twin Cities metropolitan area and other urbanized areas. Because of changing demographics and make -up of the work force, vehicle miles of travel are increasing more rapidly than population is growing. When will congestion affect the quality of life and ultimately the economic vitality of the metropolitan region and the state? To what extent can increased support of alternative modes of transportation such as buses, vanpools and Light Rail Transit help alleviate commuter based traffic congestion? The ten public hearings and numerous meetings held by the Transportation Study Board over the past year were full of testimony by local officials and citizens expressing concerns about transportation needs which are going unmet in their communities. Most of these needs come from recent changes which may not be well reflected in the current processes and criteria used to determine needs and set priorities. The legislative charge to the Transportation Study Board is to identify the actions and processes that are needed to better reflect today's needs and changes expected in the state over the next twenty years. This interim report describes the existing transportation system and current funding programs and processes for determining need and setting priorities. Key issues identified to date, which need to be addressed by the Transportation Study Board, have been summarized and assignments to three committees have been suggested. II. INTRODUCTION /BACKGROUND 2 The Transportation Study Board was created by the 1988 Legislature to conduct a Study of Minnesota's Surface Transportation Needs into the 21st century and recommend a program for making transportation improvements to meet those needs. The Legislature d_rected the Board to undertake three primary tasks: 1. To consider state policy toward highways, transit and rail service specifically addressing: - State transportation goals and objectives; - The presen level of transportation service in Minnesota and the feasibility and desirability of alternative levels of service; - How statewide and regional transportation planning is done and investment priorities are determined; and - The extent to which the state should contribute financially to local and regional transportation activities. 2. To consider methods of providing more cost - effective service specifically addressing: - Increased use of public /private partnerships; - Present and alternative methods of relating transportation expenditures to benefit; - Potential cost - saving measures in the Department of Transportation including changes in staffing levels and Department procedures for bid letting; and - The establishment of design standards. 3. To consider whether additional funding is required to accomplish transportation goals and objectives and, if so, desirable and feasible sources of revenue, including non- traditional scurces. This interim report provides a preliminary description of the existing surface transportation systems in Minnesota and key issues identified to date which should be addressed in the Study of Minnesota's Surface Transportation Needs. The Board must make a final report to the Legislature and the Governor on its findings not later than January 15, 1991. 1 STUDY PROCESS Over the past year, the Board has focused its attention on the identification of issues and collection of data for conducting the Study of Minnesota's Surface Transportation Needs. These efforts have included a large number of meetings, the preparation of a work program, contracting consultant services, and conducting a survey of state, regional and local transportation needs. Work Proaram The Board began its work by adopting a work program with four key steps: 1. Identify issues 2. Establish goals and objectives 3. Evaluate alternatives and develop conclusions 4. Recommend policies, programs and funding strategies Public Meetinas The Board has held monthly meetings over the past year, receiving testimony from a wide range of organizations and individuals. A sample of the topics which have been discussed include transportation's impact on economic development, public /private partnerships, the role of the railroad industry, the County State -Aid Highway system, the Municipal State -Aid Highway system, the Mn /DOT programming process, Light Rail Transit, rural transit services, weight restrictions on rural roads, tourism and many others. Ten public meetings were held throughout Minnesota between July and November, 1989. Meetings were held in Marshall, Crookston, Mankato, Shakopee, Spring Lake Park, Fergus Falls, Brainerd, Minneapolis, St. Paul and Duluth. In these meetings, people provided testimony regarding their current transportation system and their perceptions regarding future transportation needs. Many presenters provided written comments and documentation which have been (and will continue to be) used extensively by the Board and staff in identifying key transportation issues and concerns. At the close of each meeting, attendees completed a questionnaire regarding transportation issues. The results of these surveys are available for review on request. Surveys The Board mailed survey packets to each township, city and county in Minnesota in December, 1989. The purpose of these surveys is to obtain local perspectives on present and future transportation needs. Local officials as representatives of the people of Minnesota have been asked to identify highway, rail and transit needs over a twenty year period. This information will be used, along with other data sources, to quantify transportation needs over the next twenty years. The Department of Transportation and the Regional Transit Board have also been asked to provide extensive information regarding long -term highway and transit needs. This information will be entered into a computer data base for use by the Board in determining long range transportation needs. Consultant Services The Board contracted with two professional consultant firms in June to assist the Board and staff in the identification of transportation facility /service needs and potential transportation financing mechanisms. The firm of Strgar- Roscoe- Fausch, Inc. began working with staff in July to develop transportation and facility needs. The firm of Peat, Marwick and Mitchell will begin work in April, 1990 on financial requirements and strategies. TRENDS WHICH WILL AFFECT TRANSPORTATION NEEDS During the next twenty years, many changes are expected to occur in Minnesota which will affect the need for transportation facilities and servLces. The most important of these are described below. Population Growth The population of the state of Minnesota is expected to grow from 4.2 million people to 4.8 million people in the next twenty years. Most of th:.s growth will occur in the Twin Cities metropolitan area and other large urban areas in the state. Some areas or communities within the metropolitan area will grow much more rapidly than others and population is expected to decline in some rural and small urban areas. 4 • Growth in Personal Travel The number of trips taken per person is expected to continue to increase faster than the growth in population. There were 6.7 million person trips in the Twin Cities metropolitan area in 1980. This is expected to increase to 8.2 million by the year 2000. This is occurring for several reasons: increased trips by individuals, increased leisure time, increased mobility of the elderly, increased auto ownership, and an increase of women in the work force. - In 1970, 45% of the metropolitan area population had daily jobs. This is projected to climb to 60% by the year 2000. - The number of female workers jumped 82% between 1970 and 1980. The percent of families in which both adults have jobs grew from 44% in 1970 to 59% in 1980. The percent of households with two cars has increased from 35% in 1970 to 54% in 1980. As a result, the number of vehicles in the region has grown from 851,000 in 1970 to 1.3 million in 1986. It is expected to . grow to 1.5 million in the year 2000. - The proportion of the national population age 65 or above is - 11.6 %. This is expected to increase to 13.1% in the year 2000. Total Vehicle Miles Total vehicle miles travelled in Minnesota increased 25% between 1979 and 1987. This is expected to increase to 48 million VMT in the year 2000. Trio Lenath Trip lengths will also increase in the future. The average metropolitan work trip length in 1980 was 8.1 miles. This will lengthen to 9.7 miles by the year 2000. Conaestion The above trends are causing increased congestion on major highways, particularly in the Twin Cities metropolitan area. The Metropolitan Council has estimated that there were 72 miles of severely congested highways in the metropolitan area in 1984. Congestion was the most frequently cited problem at the Transportation Study Board meetings held in urban and suburban areas of the Twin Cities. Transit Dependents The need for transit, in both Greater Minnesota and the Twin Cities metropolitan area, is increasing, especially among elderly and low income citizens. Statistics show that elderly and physically disabled persons account for over 70% of the transit riders in rural ;areas, and over 50% of the riders in small urban areas. Thirty percent of workers using transit in small urban areas earn less than $5,000 per year. Demographic projections reflect a higher growth rate in the aged, minority and disabled groups as compared to the population at large. Alternatives to the Automobile There will be very few opportunities in the most developed areas of the Twin Cities to provide additional highway capacity within the next twenty years. These areas must increasingly rely on transit to meet future demand and alleviate severe congestion. All alternatives need to be considered including regular route bus services, Metro Mobility and other special services for the elderly and disabled, community based transit services, vanpooling, carpooling and travel demand management. Regular route bus service in the Twin Cities has lost riders almost consistently since 1980. While ridership appears to have stabilized in th last year, significant improvements are needed to make transit A viable alternative, particularly for commuters. As a result, the Twin Cities is considering the construction of Light Rail Transit to revitalize the transit system and dramatically improve the quality of transit service in the metropolitan area. Growth in Truck Travel Rural 5 -Axle Truck Travel is projected, based upon existing growth of 4% per year, to double by the year 2005. It is also likely that the size of individual trucks will increase. Seasonal Weiaht Restrictions Seasonal. weight = estrictions on highways was one of the concerns expressed frequently at the public meetings held in locations in Greater Minnesota (see Figure 1). Rural economies dependent on the movement of agricultural, forestry and iron 'ore products are very dependent on maintaining year around access to transportation s'Ystems. Likewise, concerns are expressed about maintaining rail service to these areas so that transportation costs remain competitive. 6 Spring 1985 1986 1987 1988 1989 Restrictions 5 - TON 750 680 550 830 7- TON 2,940 2,800 2,630 2,360 1 - 9 - TON 4,950 3,570 1,900 1,870 0 Restricted Miles 8,640 7,050 5,080 5,060 2,860 10 - TON 3,450 5,050 7,020 7,040 i 9,210 Total Trunk Hwy 12,090 12,100 12,100 12,100 12,070 System Miles 7 i 1 1 TRANSPORTATION STUDY BOARD TRUNK HIGHWAY SPRING RESTRICTIONS Source: Minnesota Department of Transportation 540 2,320 1 Aaina Infrastructure Preservation and reconstruction of the existing transportation infrastructure (highways, railroads and waterways) will be a major challenge over the next decades. The Metropolitan Council anticipates that most of the 590 -mile metropolitan highway system will require major rebuilding by 2010. This is also true of a large portion of the highway system in Greater Minnesota where issues such as weight restrictions on roadways can have a significant impact on local and state economy. Railroads and waterway facilities are also aging. As a result, increased spending for maintenance as well as needs for reconstruction must be considered. Declinina Revenues From 1979 to 1987 the total vehicle miles travelled in Minnesota increased by 15 %. During the same period the average number of miles per gallon of gasoline consumed by vehicles increased by 35 %. While road usage increased by 25 %, fuel consumption decreased by slightly more than 9% (see Figure 2). Gasoline tax revenues declined in direct relation to decreases in fuel consumption. InfLation is also a very present factor. The Department of Transportation estimates that it cost $500 million in 1988 to construct what could be accomplished with $200 million in 1972. In re ponse, the Legislature has had to look to increased gasoline taxes, increased license fees and use of the Motor Vehicle Exci a Tax to meet the growing need for revenue. GOALS AND OBJECTI The Transportation Study Board has adopted the following goals and objectives on an interim basis to begin to address these transportation issues and for analysis purposes. They will provide direction for preparation of the Study of Minnesota's Surface Transportation Needs: 1. Provide a safe transportation system for all users in all areas. 2. Maintain a multi -modal transportation system which enhances mobility and gconomic development. 3. Provide a re *sonable travel time for commuters to or from work or schoo . 4. Provide for he economical, efficient and safe movement of goods to and rom markets by rail, truck and water. 5. Provide conv interstate and intrastate access to tourism opportunities in Minnesota. 8 • • • O) 130 cc ff (a 120 w Q 110 w Z 4 100 U 0 w 1- 4 cc TRANSPORTATION .STUDY BOARD 140 80 �._ L...:..`�r 5:...�i�i'r'c:•:: �iC� rr:iiiiiifii'�� ? >1%r:�rr':;:: 79 80 81 82 83 84 CALENDER YEAR SOURCE: Mn /DOT • 85 as CHANGES IN VEHICLE MILES TRAVELLED AND FUEL CONSUMPTION Source: Minnesota Department of Transportation 87 6. Provide transit services in urban, suburban and rural areas to meet the mobility needs of those communities. 7. Manage the transportation system to assure the highest level of productivity. 8. Maintain a transportation system that provides access to all people and businesses in Minnesota. 9. Establish performance criteria for transportation investments which optimize the benefits received. 10. Establish a funding level which, at a minimum, would assure no further deterioration of the transportation infrastructure. 10 • 111. EXISTING SURFACE TRANSPORTATION SYSTEMS The existing surface transportation system in Minnesota is made up of highways (Federal, State, County, City and Township), transit services, railroads and waterways. Each plays an important role in maintaining individual mobility and economic vitality for the State. Each of these systems as it operates today is briefly described below. HIGHWAY SYSTEM There are approximately 133,000 miles of streets and highways in Minnesota which accommodate more than 35 billion vehicle miles of travel per year. Minnesota has approximately 3.1 million licensed drivers and 3.3 million registered vehicles. The State's highway system is managed by the state, counties, cities and townships and classified as: Trunk Highways, County State - Aid Highways, County Roads, Municipal State -Aid Streets, City Streets and Township Roads. Each of these systems is described below. Trunk Hiahwav System The State Trunk Highway System serves as the primary linkage between communities within Minnesota and facilitates travel between states. Trunk Highways include primarily Interstates, principal arterials and minor arterials. Traffic volumes are higher and trip distances are longer on the Trunk Highway system than on other highway systems in the state. The Trunk Highway system currently has over 12,000 miles of highway, approximately 9% of the total roadway miles in the State. About 58% of total travel in the state is on the Trunk Highway system (see Figure 3). According to data from the Department of Transportation, the following problems exist on the Trunk Highway system: 2,860 miles or 25% of the Trunk Highway system has weight restrictions of less than 80,000 pounds (9 tons per axle). 5,700 miles (47 %) of the Trunk Highway system have fair or poor surface condition. 1,280 miles of the Trunk than a 24 foot surface. Highway system are narrow with less Approximately 600 bridges on the Trunk Highway system have some type of deficiency based on federal criteria (see Figure 4). 1,070 miles have moderate to severe congestion. 11 TRANSPORTATION STUDY BOARD • State Highways County Roads Mileage ss County State Aid Travel • 42% Township Roads 2% 2% Municipal State Aid HIGHWAY MILEAGE COMPARED TO VEHICLE MILES TRAVELLED Source: Minnesota Department of Transportation 10% 9% City Streets dllb • • TRANSPORTATION STUDY BOARD Road System Trunk Highway County State Aid Municipal State Aid County Road Township Road Unorganized Township Road City Street Miscellaneous (e.g., National & State Forest Roads, Indian Service Roads, etc. Totals NUMBER OF DEFICIENT BRIDGES State Criteria DEFICIENT BRIDGES BY ROAD SYSTEM Source: Minnesota Department of Transportation Federal Criteria 303 597 782 1,020 56 106 473 707 1,686 2,461 23 29 189 296 45 65 3,557 5,281 State funding for the Trunk Highway System is provided by the Highway User Tax Distribution Fund (fuel tax, vehicle tax, excise tax and general funds) and the State Trunk Highway Fund (driver's license, federal funds and other revenue). County State -Aid Hiahwav System The County State -Aid .Highway System (C.S.A.H.) is made up of approximately 30,0 0 miles, representing 23% of the mileage and 22% of the vehicle miles travelled in the state. The C.S.A.H. system is primaril composed of minor arterials and collector roads. These faci.ities provide connections between and within communities. Counties in Minnesota are shown in Figure 5. The County State -Aid System accounts for approximately two - thirds of roadways under county jurisdiction. The size of counties' state -aid highway ystems varies from 178 miles (Cook County) to 1,362 miles (St. Louis County). • The proportion of county highways on the s ate -aid system varies from 41% (Pennington County) to 100% ( ouston and Meeker Counties). The C.S.A.H. mileage in each county has remained roughly the same since the system was established 30 years ago. More than 8,200 miles (27 %) of the C.S.A.H. system have gravel surface. Using current design standards and Mn /DOT's projections of future traffic, approximately 70% of these gravel roads would need to be paved. The Legislature established the C.S.A.H. System and its funding formula in 1957. State -aid accounts for about half of the revenues of Minnesota's county highway departments. In general, state -aid represents a larger proportion of rural counties' revenue. However, per capita county levies for roads are also higher in rural counties. Fifty percent (50 %) of C.S.A.H. funding is currently allocated on the basis of "need ". Need is determined by the cost of construction items required to meet state -aid design standards. Of the remaining 50 %, 30% is allocated on mileage, 10% is allocated on vehicle registrations and 10% is shared equally among counties. 14 1 • • • GRANT DOUGLAS TRAVERSE STEVENS POPE BIG S TONE SWIFT KITTSON ROSEAU W ILKIN TRANSPORTATION STUDY BOARD MARSHALL POLK W BELTRAMI i g MAHNOMEN NORMAN I 5 CLAY BECKER LAC OUI PARLE I PENNINGTON L i RED LAKE YELLOW MEDICINE LINCOLN LYON ROCK OTTER TAIL KANOIYOHI CHIPPEWA MEEKER NOBLES R EDW OO D JACKSON Z TODD RENVILLE `BENTON STEARNS BROWN MURRAY WATONWAN PIPESTONE f'fTTONWOOO MILLS MARTIN ITASCA CASS CROW WING AITKIN MORRISON MCLEOD NICOLLET KOOCHICHING SHERBURNE WRIGHT SIBLEY CARVER RAMSEY HENNEPIN LACS - < i SCOTT RENVILLE LE SUEUR WASECA STEELE RLUE EARTH FARIBAULT FREEBORN COUNTIES ANOKA r LR ISANTI Z PINE DODGE G000HUE MOWER WABASHA L_ OLMSTED FILLMORE WINONA HOUSTON COOK 5 County Roads 1 County roads are fully funded by counties, primarily through property taxes. There are over 16,000 miles of county roads in 'the State, representing 12% of the total statewide system. County roads carry approximately 3% of the vehicle miles of travel in the State. County roads typically serve both a collector and a local land access function. Municipal State -Aid Street System The 1957 Legislature authorized the establishment of a Municipal State -Aid street system in cities with 5,000 population or more (see Figure 6). These streets typically function as minor arterials or collectors within urban areas. The permitted MSAS mileage designation for a city is 20% of the total local city street miles. In 1989, 2,205 miles were designated MSAS. This represents approximately 2% of the statewide street and highway system. These streets carry approximately 7% of total vehicle miles travelled in the state. The apportionme t of Municipal State -Aid Street (MSAS) funds is based 50% on population and 50% on needs. The needs apportionment i determined by the MSAS mileage designation with a community an the appropriate construction items required to meet state -aid tandards. City Streets City streets are fully funded by cities and represent approximately 10% of the total mileage and 8% of the total travel in the state. In many instances, streets are improved with funding obtain d through special assessments on adjacent or nearby property owners whose property receives direct benefit from the improv ment. City streets serve primarily a local land access functio . City street mileage is increasing at a significantly f ster rate than other highway systems. Future traffic pattern . will no doubt show a further increase in the percentage of travel on the city street system. Township Roads Township Roads :represent 42% of the total mileage of statewide system of streets and highways but only 2% of vehicle miles travelled. Township roads serve primarily a land- access function in agricultural areas. Traffic volumes are typically very low. Township roads in Minnesota are predominantly gravel. Deficient bridges are a primary problem. Road preservation and maintenance represent a high percentage of township budgets. 16 i I e East Grand Forks 0 Crookston Moorhead TRANSPORTATION STUDY BOARD • Thief River =alts Fergus Falls Morris Detroit Lakes • Alexandria • • Bemidji Redwood Falls New Ulm Little Falls • 1: uk R 7..St., i ids Cloud Elk River Litchfield Buffalo. • • Hutchins METRO ■ 1 • e,wng Far.baut• No rthfield 1 T - North Mankato Mankato • I Rochester Waseca Owatonna • St. Peter ' r Brainerd • • International Falls Chisholm • • Hibbing • 1 Grand Rapids eapot! St. • Albert lea CITIES OVER 5000 POPULATION ELIGIBLE FOR MUNICIPAL STATE -AID Source: Minnesota Department of Transportation MUNICIPALITIES METRO - GOLDEN VALLEY Andover Anoka Blaine Bloomington Brooklyn Center Brooklyn Park Champlin Chanhassen Chaska Columbia Heights Coon Rapids Corcoran Crystal East Bethel Eden Prairie Edina Fridley Golden Valley Ham Lake Hopkins Lino Lakes Hermantown Maple Grove • • „/� Minnetonka wi Duluth J Minnetonka Mound New Hope Orono Plymouth Prior Lake Ramsey Richfield Robbinsdale St. Anthony St. Louis Park Savage Shakopee Shorewood Spring Lake Park • Cloquet Virginia • • Eveleth • Ausnn Winona MUNICIPALITIES IN METRO Apple Valley Arden Hills Burnsville Cottage Grove Eagan Falcon Heights Farmington Forest Lake a Hastings Inver Grove Height: Lake Elmo Lakeville Little Canada Maplewood Mendota Heights Mounds View New Bnghton North Si Paul Oakdale Rosemount Roseville St. Paul Shoreview South St. Paul Stillwater Vadnais Heights West St. Pau, White Bear Lake Woodbury 6 TRANSIT SERVICES RAILROADS Transit plays a vital role in Minnesota's transportation system. Eighty three million trips are provided annually by 61 transit systems throughout the state (see Figure 7). Regular route and para- transit services (dial -a -ride, vanpools, carpools, subscription bus, etc.) are available in all of the major metropolitan areas ncluding the Twin Cities seven - county metropolitan area, Du uth, Moorhead, Rochester and St. Cloud. Transit services are lso available in many of the small urban and rural areas of the state. The annual operating cost for these services in 198'► was $126.1 million. These services are provided by counties, cities and some private organizations. Funding is provided th=ough fares, advertising (for example, paid advertising on buses), local funding, and federal and state grants. The Office of Transit, Minnesota .Department of Transportation, administers grants, manages contracts and evaluates transit services in Greater Minnesota. These services include transit programs in large urbanized and urbanized areas, special services for the elderly and handicapped, and transit services in small urban and rural areas. The Regional Transit Board (RTB) administers grants, manages contracts and evaluates transit services in the Twin Cities metropolitan area. Mn /DOT has 30 park and ride lots located throughout the State. In addition, the Metropolitan Transit Commission has over 120 park and ride lots in the Twin Cities metropolitan area. The RTB, in coordination with the Regional Railroad Authorities, has recently completed a Regional LRT Development and Financial Plan which sets forth a plan for the implementation and financing of. Light Rail Transit in the Twin Cities metropolitan area (see Figure 8). The plan calls for a $2 billion system to be constructed over the next twenty years. There are 5,072 miles of railroad track in the state of Minnesota (see Figure 9). The :number of miles of rail line has declined significantly since 1967 when there were nearly 8,000 miles of rail line in the state. Approximately 120 million tons of commodity are moved by rail in Minnesota each year (see Figure 10). Sixty eight percent (68 %) of the goods moved by rail today are metallic ores, grain and agricultural products, and coal. 18 r • • TRANSPORTATION STUDY BOARD KITTSON ROSEAU MARSHALL NORMAN I PENNINGTON L i RED LAKE POLK TRAVERSE STS BIG HONE LINCOL L ROCK MAHNOME U ' CLAY BECKER GRANT OTTER TAIL sW' LAC OuI CHIPPEWA PARLE - YELLOW MEDICINE NOBLES DOUGLAS POPE w BELTRAMI A ITASCA T000 OIYOHI RENVILLE LAKE OF THE WOODS STEARNS • MEEKER KCOCHICHING CASS CROW WIN 3 MORR ISON A. M CO CARVER BLEY li MILLE LACSJ REDWOOD BROWN LE SUEUR HURRAY PI STONE J WATONWAN WASECA COTTONWOOI BLUE EARTH' JACKSON NICOLL MARA FAniBAULT AITKIN R v i ANCKA WRIGHT • -- P4 TWIN CITIES METROPOUTAN- —_ AREA _ - - T DAKOTA FFE3ORN MUNICIPAL TRANSIT SYSTEMS STEELEI000GE -S T. LOUIS CARLTON PINE MOWER COUNTY TRANSIT SYSTEMS GOOOHUEj I WABAS •A S TT 7_ WINONA FIL_MORE PUBLIC TRANSPORTATION SYSTEMS IN MINNESOTA Source: Minnesota Department of Transportation LAKE COOK Light Rail Transit Regular Route Bus Metro Mobility Community Based Services Ridesharing 1 1 InCUSTCN 7 MI I St Lan ran RN'' ILL= TER 77 — Lew Cowin AMSEY 5 HENNEPIN c V ,' i W - -fir n». Lae. SCOTT 0 /t16. Muss TRANSPORTATION STUDY BOARD --- i-- NANOKA NO - • 5 10 Stem Lost DAKOTA MAXIMUM 20 -YEAR LRT PLAN Source: Draft Ught Ralf Transit Development and Financial Plan (RTB) WASHINGTON GRANT ADIO DRIVE 8 ININGER i J Loma 1 • A\11 I T 0 B A TRANSPORTATION STUDY BOARD ONTARIO — = \ t: I .. •••••- II . 17 , ........1 . •••• ',me ...... Sam. 01: ...••• i .. .44: Ll■ . ......"•=17 \ )", .. ■■•■ ...ow ■■•■ ■• i Imo • ••••.. Yow &no • ••■••••■ ammo 4 , • (4■■ An ••■ ..,,,,,-... _ ▪ C.1 •• v••2 ems •••• ....= ••••■••• .,.. ..... ... ...... ...0,2 .4 ' •■•• 6••• ... '....',..■......„ .....1 • '. -------- •. •:-, . ... •\ . . .„..,."--,--._• • • . , ..,-.17 ......_:.„.... .. „— . .s. .,....,..-- ..T■7 ACTIVE RAILROADS IN MINNESOTA Source: Minnesota Department of Transportation MINNESOTA i\ RAILROAD MAP • 1988 towe nor 4•••• . s.--... ,. ......,---::.7 ;•-• -- , - ..: • "::::17' . -" ..-r- .' ":* . /. ., : -..., % ..„ ... ‘:. -.....„ ./.. ; . "••••• : -.----....• ' .___2;-. --- , . ----..;_, 9 Gra I Agri Pr 20% TRANSP ORTATION STUDY B Coat :,19% Coal': 2 � IIIIw! : : : ::: + +r...;:r+++::::... A ES TRAFFIC o 1966 GREAT © Coal Q Grain ntte • pre & Taco Ail Oth 165,581 Tons % AO Products r. 6 e ta►►IC O 264A TRAFFIC 1986 RAIL meow Ores ,,rr + ::' ... A►►a nh Pro ducts .::::�:�:..••••• V3 Coal 722'860 Tons 10o =11 e Produc A U 01her = 32°4 NTg IN MINNESOTA COMMODITY SHIPMENTS o► 'Transportation C ,ounce. nn esota Dep • Ores & Mine tals = 7°k TRAFFI coa► = 6°A, 6 RIVER . 196 :^ Ores & Mtne rats Coal IN Agri Pro d u cts Aggr • Liquid $ Ail 29 653 +000 Tons Tr 100% .• •• Source: MnOOT 10 • WATERWAYS There are 230 miles of navigable waterways and 60 active river terminals in the State of Minnesota which handle 17 million tons of freight annually (see Figure 11). In addition, there are four major ports on Lake Superior, moving over 50 million tons of freight annually. The primary commodity shipped by river is grain. The primary commodity shipped by seaway is ore and taconite. 23 TRANSPORTATION STUDY BOARD Minnesota 1 Minneapolis • Iowa Duluth St. Paul Wisconsin 5 5A Winona _ • LaCrosse S. • PORT ■ WATERWAY PORTS AND WATERWAYS IN MINNESOTA Source: Minnesota Department of Transportation 10 IV. TRANSPORTATION PLANNING AND FUNDING • • The state transportation budget is currently about $1 billion per year. Transportation funding programs currently in place are directly related to the transportation facilities and programs described in the previous chapter. The allocation of transportation funds is shown in Figure 12. This chapter provides information on existing funding levels, allocation formulas, and criteria for setting priorities and determining "needs ". STATEWIDE TRANSPORTATION PLANNING The most recent statewide transportation plan was prepared by the Department of Transportation in 1978. Since 1978, various sections of the plan have been periodically updated through Mn /DOT division planning activities and the District Twenty Year Plans. Each Mn /DOT District is required to prepare a twenty year highway construction plan for submittal to the Central Office. The Central Office provides the districts with estimates of annual revenue for their use in preparing the twenty year plans. The plan is intended to inventory existing conditions and forecast future conditions, identify what needs to be done in the twenty year period, prioritize the needs, identify the assumed funding level, and provide a schedule for addressing the highest priority needs. Each Mn /DOT District receives its planning estimates based upon the number of highway lane miles, the population, and the total number of vehicle miles travelled per year within the district. REGIONAL DEVELOPMENT COMMISSIONS There are currently nine active Regional Development Commissions (RDC) in Minnesota serving multi- county regions (see Figure 13). In addition, there are three RDCs which are inactive at the present time. Each RDC conducts transportation planning as well as other planning activities. Each RDC has an appointed Transportation Advisory Committee which is comprised of representatives from the counties and local communities in the region. The makeup of these committees varies by region, but commonly includes county commissioners, city and township officials, county and city engineers, and representatives of other important modes of transportation. Mn /DOT generally serves in an ad hoc position on the committees. 25 FUEL TAX VEHICLE TAX EXCISE TAX G. F. DRIVERS LOCAL OTHER FEDERAL LICENSE FUNDS REVENUE AID $438.5 $251.2 $53.e $8.9 $14.8 $70.2 $49.3 $298.3 HIGHWAY USER TAX - -STATE-TRUNK DISTRIBUTION FUND 1• HIGHWAY FUND $752.4 62% $462.4 $895.0 1 COUNTY CITY DEBT OPERATIONS PUBLIC HIGHWAY STATE AID STATE AID SERVICE MAINTENANCE SAFETY IMPROVEMENT $222.7 $673 $9.7 ETC. ETC. PROGRAM $294.6 $61.7 $529.0 TRANSPORTATION STUDY BOARD • HIGHWAY REVENUES AND EXPENDITURES Estimated FY 1989 - $Millions Source: Mlmesota Department of Transportation • UPDATED MARCH 14,1989 a 12 l TRANSPORTATION STUDY BOARD KITTSON ROSEAU MARSHALL NORMAN LAC O PARLE PENNINGTON AY N • BIG STONE R D z TODD BROWN O v, • C MORRISON SIBLEY NtCOLLET MILLE LACS LE SUEU SCOTT 6 ISANTI m D sae. .• 111 DAKC -A re ''.. 441 F YLM A RED LAKE POLK HNOMEN YELLOW MEDICINE LINCO i LYON MURRAY PI PES TONE COTTONWOOr ROCK NOBLES JACKSON im LAKE OF THE wOCDS BELTRAMt ATONWAN MARTIN CASS KOCCHICHING ITASCA !CROW WIN • AITKIN CARLTON WASECA RLUE EARTH FARIBAULT PINE ST. LOUIS O METROPOLITAN PLANNING ORGANIZATIONS (MPOs) and REGIONAL DEVELOPMENT COMMISSIONS (RDCs) Metropolitan Planning Organization Regional Development Commission Regional Development Commission (Inactive or Dissolved) LAKE COOK 13 An RDC's role is to monitor transportation needs and issues, prioritize projects, make -ecommendations for funding and perform special transportation stu ies. While the work programs of RDC's are restricted by limite funding, an RDC will typically be involved in the following transportation planning activities: - Development of decision- making guidelines for highway improvement project priorities - Development of regicnal twenty year highway improvement programs and review of Mn /DOT's twenty year plans - Intergovernmental review of Mn /DOT and individual transportation projects in the region - Coordination of transit activities - Coordination of transportation aspects of economic development activities - Transportation inventories, studies and special projects METROPOLITAN PLANNING ORGANIZATIONS Urban areas of the state with populations exceeding 50,000 are served by a Metropolitan Planning Organization (MPO). There are seven MPOs in Minnesota: Twin Cities, Duluth - Superior, Fargo - Moorhead, St. Cloud, ochester, Grand Forks -East Grand Forks and LaCrosse- LaCresent. POs were originally formed to comply with federal regulations hich required comprehensive metropolitan transportation plann'ng in urban areas as a prerequisite to receiving federal tra sportation funds. An MPO, like an RDC, monitors transportation needs and activities, prioritizes projects, makes recommendations on funding, and conducts special studies. In addition, an MPO conducts long range travel forecasts, conducts traffic studies and develops tran:.it plans. Each MPO is served by a Transportation Advisory Committee composed of technical representatives of all local and state governments served. MPOs are typically involved in the following transportation activities: - Travel forecasting as well as long range population, employment and socio- economic projections - Transportation planning for areas, corridors and sites including transportation system management solutions - Transit planning 28 • • - Establishing transportation project priorities and coordinating project implementation - Allocates federal grants TWIN CITIES METROPOLITAN PLANNING PROCESS The Metropolitan Council serves as the MPO and provides long range transportation planning (as well as long range planning for many other regional programs) for the seven county Twin Cities metropolitan area. The Regional Transit Board (RTB) provides short and mid -range transit planning. The Metropolitan Council works closely with the Department of Transportation, the RTB, the Metropolitan Transit Commission (MTC), the seven counties and all of the municipalities throughout the Twin Cities in developing its regional transportation plan. The Council is responsible for developing and implementing regional transportation policies which are documented in the Transportation Development Guide /Policy Plan. The Council reviews local plans and proposed projects to assure that they are consistent with regional transportation policies. In addition, the Council is responsible for the allocation of Federal Aid Urban (FAU) funds and other federal grants for transportation purposes. The Council is advised by the Transportation Advisory Board and the Transportation Advisory Committee. PROGRAMMING FOR STATE TRUNK HIGHWAY PROJECTS State Trunk Highway projects are proposed by the Mn /DOT District Offices (see Figure 14) based on their twenty year plans, requests by regional /local governmental units, and Mn /DOT inspection and surveillance activities (accidents, average daily traffic, pavement conditions, maintenance problems, etc.). The Mn /DOT District staff determine the potential social, economic and environmental impacts of the proposed project and develop a strategy for coordination with other agencies and the public. The project is then proposed by the District Office to the Mn /DOT Central Office with a time table for approval and scheduling. Each proposed project is placed in an appropriate category for statewide competition. Some categories are based on "type of work" such as Major Construction and some are based on "type of funding" such as Interstate Completion. Within each category of projects Mn /DOT has evaluation criteria, weighting factors, evaluation measures and a point scale. A technical ranking formula is applied to all candidates in each category of projects. Criteria for resurfacing and reconditioning projects are: condition rating (70 %), cost - effectiveness (20 %), and functional classification (10 %). Criteria for major construction and reconstruction are: sufficiency (35 %), cost- effectiveness 29 B • Crookston TRANSPORTATION STUDY BOARD Detroit Lakes 0 • Molls ( 1� T I ■ r * ( A ri 1 Bem 0 A � y Brainerd l Winn sr 0 • MEM A A District Headquarters & — Maintenance Area Office 0 °` Maintenance Area Office • Metro District" L_ B Virginia • ■ .1 Duluth i District Boundaries 0 Rochester I I Mn /DOT DISTRICTS AND MAINTENANCE AREAS Maintenance Areas Boundaries - — — - N. • 14� 1 • (20 %), goods movement (20 %), peak month traffic (5 %) and functional classification (20 %). A number of other factors are also considered including district, regional and local priorities; project readiness; coordination with other modes and projects, system benefits; special funding, etc. Resurfacing projects are selected one to two years in advance and reconditioning projects two to three years in advance. Major Construction and Reconstruction projects are selected six to seven years in advance to allow time for design and property acquisition. Projects are placed into the six year construction program. The first two years of the program are known as the Highway Improvement Program which is an accurate and detailed listing of project commitments. The last four years are known as the Highway Improvement Work Program. This work program is a flexible list of projects where engineering, environmental and right -of -way matters are being resolved. Once a project is in the six year program, its priority is generally determined by construction readiness and available funding. Project status is reviewed quarterly. COUNTY STATE -AID SYSTEM County State -Aid Highways received $222.7 million in 1989. Funds are allocated on the basis of number of C.S.A.H. miles (30 %), the number of registered vehicles (10 %), and "need" in the county (50 %). The remaining 10% is allocated equally among all counties. Need is based on the construction required to bring the highway up to current design standards. Counties were asked to designate highways for the C.S.A.H. system when it was originally established in 1957. No specific criteria are used to determine if a roadway should be on the C.S.A.H. system. The proportion of county roads on the C.S.A.H. system varies from 41 to 100 %. The Department of Transportation receives requests for C.S.A.H. funds from each county. Available funds are distributed proportionately to the counties based on the number of C.S.A.H. miles, number of registered vehicles and the amount of "need" as determined by each county. A Screening Board reviews the counties' funding requests and makes recommendations to the Commissioner of Transportation. The Screening Board is made up of nine county engineers, one from each Mn /DOT District. 31 MUNICIPAL STATE -AID STREET SYSTEM The State provided over $76.5 million in state -aid for municipal streets in 1989• These funds were distributed to 109 cities with 5,000 population or more on the basis of population (50 %) and needs (50 %). Needs are defined as the construction items required to meet state -aid standards for the mileage designated as MSAS within the community. The criteria for designating a municipal state -aid street are: 1. It is projected to carry a relatively heavier traffic volume or is functionally classified as collector or arterial as identified on the urban muncipality's functional plan as approved by the urban municipality's governing body. 2. It connects the points of major traffic interest within an urban community. 3. It provides an integrated street system affording, within practical = Limits, a state -aid street network consistent with projected traffic demands. The Department of Transportation receives all requests for MSAS funds from all cities over 5,000 population. Available funds are distributed prcportionately to the affected cities based on population and "need" as determined by each city. Funding requests are reviewed by a Screening Committee made up of one city engineer from each Mn /DOT District plus one city engineer from each city of the first class. The Screening Committee makes recommendations on allocations to the Commissioner of Transportation. TOWNSHIP ROADS Counties with town governments may, by resolution, allocate a certain portion of their County State -Aid monies to townships for construction of town roads. All such monies must be used solely for the construction of town roads. Counties may devise 'a formula for allocation taking into account each town's levy for road and bridge purposes, its mileage of town roads, its population outside the corporate limits of cities within the township, and other factors considered important by the county. PUBLIC TRANSIT ASSISTANCE PROGRAM The Public Tra sit Assistance Program was established by the Legislature in 977. The purpose of the program is to provide access to trans t for persons who have no alternative mode of transit available; to increase the efficiency and productivity of public transit systems; to alleviate problems of automobile 32 • congestion and energy consumption and promote desirable land use where such activities are cost effective; to maintain a state commitment to public transportation; and to meet the needs of individual transit systems to the extent they are consistent with the above objectives. The Minnesota Public Transit Assistance Program is administered by the Minnesota Department of Transportation Office of Transit in the 80 counties located outside the Twin Cities seven county metropolitan area. The Regional Transit Board (RTB) is responsible for short term planning and funding distribution for transit services in the metropolitan area. The local contribution for transit operations is determined by legislation. Large urban areas (for example, Duluth) contribute 55 %, small urban areas contribute 40% and small rural areas contribute 35 %. The state pays the balance of operating costs not covered by the local share, farebox revenues, advertising income, and federal grants. The state contribution is determined through contract negotiations. The distribution of state transit funds in Greater Minnesota is shown in Figure 15. In calendar year 1987, 5.6 transit projects received funding through 72 contracts administered by Mn /DOT and the Regional Transit Board (RTB). Mn /DOT currently manages 43 contracts in Greater Minnesota. State funds provide approximately 35% of total operating costs, federal funding covers 18 %, and local funds (including farebox recovery) support the remaining 47 %. State funding is from the General Fund and the Transit Assistance Fund. In addition to these contracts, both Mn /DOT and RTB provide assistance to rideshare programs including 22 local rideshare projects in Greater Minnesota. Mn /DOT and RTB also provide capital grants for transit facilities and acquisition of equipment. Capital assistance is provided on an 80/20 cost - sharing basis based on technical criteria with an emphasis on helping new start -up systems. LIGHT RAIL TRANSIT The 1988 Legislature provided $4.17 million to Mn /DOT to allocate to eligible recipients for Light Rail Transit (LRT) activities. Eligible activities include planning, preliminary engineering, design and construction. The eligible recipients of LRT funds are the metropolitan area regional railroad authorities. The regional railroad authorities (RRA) must match state LRT funds on a dollar for dollar basis. No more than 60% of the available LRT funds may be distributed to a single recipient. 33 TRANSPORTATION STUDY BOARD s Rural = 14.2% Small Urban = 16.6% E & H = 3.6% Urbanized = 20.0% Total Operating Cost -- $14.7 million 43 Contracts di Large Urbanized = 45.6% By System Category • Large Urbanized 1 System $6.7M g E & H 4 Systems $0.5M 11 Small Urban 20 Systems $2.5M Rural 14 Systems $2.1M Urbanized 4 Systems $2.9M GREATER MINNESOTA PUBLIC TRANSIT 1987 TOTAL PROGRAM COSTS Source: Minnesota Department of Transportation 15 • • MINNESOTA RAIL SERVICE IMPROVEMENT PROGRAM The Minnesota Rail Service Improvement (MRSI) program, .administered by the Department of Transportation, provides state and federal support to railroads for rehabilitation of rail lines, capital improvements and acquisition assistance. The program has been utilized to rehabilitate 690 miles of line, serving 100 communities and 260 shippers and representing 12.5 million tons of freight shipped. 1. Capital Improvement Project Loans are used to provide interest -free funding to rail users which will help improve rail service on lines that been the subject of projects previously funded under the MRSI program. Loans must be repaid in 10 years. 2. Rail Line Rehabilitation Projects are intended to assist railroads in rehabilitating economically viable, but deteriorating rail lines which serve Minnesota. Project funding may include grants, low interest and interest -free loans for up to 70% of project, but not more than 60% of total cost for non - bankrupt railroads and up to 90% of project for bankrupt railroads. 3: The Rail User Loan Guarantee Program assists rail users in obtaining loans, and guarantees revenue bonds issued by political subdivisions of the State to cover the rail user's share of the cost of rail line rehabilitation, capital improvements to reduce the impact of rail abandonment, and capital improvements to improve rail service. . The Minnesota Department of Transportation also administers the State Rail Bank Program which provides a mechanism for the state to acquire and preserve abandoned rail lines or rail right -of -way corridors for future transportation uses. WATER TRANSPORTATION There is no state funding for water transportation facilities at the present time. 35 V. KEY ISSUES Previous chapters of this report have described the existing surface transportation systems in Minnesota, current transportation planning activities, and current funding programs for transportatio facilities and services. The purpose of this chapter is to s arize key issues identified to date which are associated with urface transportation needs and the allocation of funds to meet those needs. These issues will form the basis for future polic discussions by the Transportation Study Board and its committee . TRANSPORTATION PL)NN Transportation planning activities occur at the state level (Mn /DOT and its districts), regionally (Regional Development Commissions and M tropolitan Planning Organizations), and locally (counties and ci ies). Key planning issues which should be addressed by the ransportation Study Board are: 1. A statewide ransportation plan has not been prepared since 1978. It may be desirable for this plan to be updated on a statewide bayis. 2. Transportation planning is conducted at many levels of government. Mn /DOT plans improvements and sets priorities on the trun.K highway system. The Regional Development Commissions, the Metropolitan Planning Organizations and the Metropolitan Council conduct multi -modal planning in their respective regions. Counties and cities also do transportation planning for their respective geographic areas. In some cases, the criteria used to determine needs and set prio ities may not be consistent. There is a need to assure be ter coordination of transportation planning and programming ctivities among these various jurisdictions. 3. There has ben considerable testimony to the Transportation Study Board egarding the highway needs of suburban areas, freestanding cities and growing rural areas in the Twin Cities metropolitan area. Adequate highway capacity between outlying cities and the fully developed portion of the metropolitan area is lacking, particularly away from the interstate system. Areas are having difficulty providing the transportation capacity needed to accommodate rapid growth. The result is a gap in the transportation system between the trunk highway system outside the metropolitan area and the metropolitan highway system. The unique needs of this area of the state need to be addressed within a regional as wall as a statewide context. 36 4. Economic development is an important objective of the State of Minnesota, both within the Twin Cities metropolitan area and throughout Greater Minnesota. A number of urbanized areas outside the Twin Cities are growing strongly. The Twin Cities is also rapidly growing, particularly in certain suburban areas. Finally, there are areas of the state where efforts are underway to spur economic growth. No economic growth of consequence can occur without adequate transportation facilities to serve it. Conversely, in areas with high congestion, the need to balance land uses and new development with transportation capacity is a concern. These factors should be considered in the development of transportation policies and the review of programming criteria by the Transportation Study Board. 5. The Transportation Study Board needs to determine a program of multi -modal planning and facility /service provision which ascertains the relative roles of Light Rail Transit, other transit services, and highways in moving goods and people more efficiently without significant expansions to highways, particularly in the metropolitan area. PRIORITIES FOR TRUNK HIGHWAY PROJECTS Limitations in funding for state trunk highways, as well as for allocations to local units of government, require that Mn /DOT set priorities for the construction of highway projects. Mn /DOT has developed an extensive process for establishing those priorities. The process includes a ranking of projects based on weighted technical criteria as well as the consideration of a number of other factors including local concerns and priorities. In reviewing Mn /DOT's project planning process, some key issues have been identified: 1. The legislative directive of the Transportation Study Board is to review the planning and programming process for determining transportation needs and priorities for transportation investment. As part of that process, the criteria and weightings which are used to evaluate and rank trunk highway projects should be reviewed to assure that they reflect current and future needs as well as state transportation goals and objectives. In particular, congestion is becoming an increasingly important issue in the Twin Cities metropolitan area and other urbanized areas in the state. At the present time, congestion has a low weighting in setting priorities for highway construction. A key issue in setting priorities will be how to weigh the concern about congestion against other types of transportation needs. 37 2. Concern about the stru frequently expressed a Minnesota. Mn /DOT ha System study and rec and weight restrictio ability to move pro state is an imp appropriateness of t means to implement t addressed in the tra 3. A number of individ held by the Transp about the length project can be con planning and des requirements, desi number of approve availability of fu noted in the legis Board are the use maximize productiv to solicit, review tural condition of rural highways was the public meetings held in Greater recently completed a Market Artery mmendations regarding goods movement s on highways (see Figure 16). The ucts efficiently to and through the rtant economic question. The e Market Artery system and the best e system are issues which need to be sportation needs study. als testifying at the public meetings rtation Study Board expressed concern f time that passes before a planned tructed. Issues which affect advance gn time are environmental review n of more than one alternative, the s, permits and reviews required, and ding. Other related issues which are ative charge to the Transportation Study f professional staff and consultants to ty and efficiency, and the process used and accept bids. 4. The cost of makin. roadway improvements is increasing at a time when both dollars and right -of -way for proposed improvements are becoming less readily available. The need for greater flexibility in design standards in urban areas and on lower volume roadways should be addressed. In addition, the ]Fgislative mandate to the Transportation Study Board requlres a review of how cost - benefit analyses are done. 5. Finally, numeeo s individuals testifying at the public meetings raised concerns about the overall process by which funding is dis ibuted throughout the State. The public appears to have a perspective that funds are distributed on a fair share b sis rather than on the basis of need for roadway improve ents and capacity problems. In particular, there are concern expressed by individuals from the metropolitan area that congestion -based needs are not receiving adequate weight in the determination of funding allocations. ALLOCATION OF HIGHWAY FUNDS TO LOCAL UNITS OF GOVERNMENT There are currently three programs for providing funds to local units of government for highway improvements. These are the County State -Aid Highway System, the Municipal State -Aid Street System, and a program for township roads. Issues associated with each of these funding mechanisms are discussed below. 38 • • • . . MARKET ARTERY SYSTEM Trunk Highways Only TRANSPORTATION STUDY BOARD ...... _ . -_ -k - - - 1 . -1, • --- - V: r • fj, - MARKET ARTERY SYSTEM Source: Minnesota Department of Transportation Market Artery Ratites Commercial Access Routes • Significant Centers March 1.1989 ■•• 16 County State -Aid Hiahwav System In 1985 and 1987 the Legislative Auditor did an overview of the County State -Aid Highway System. In their report, the Legislative Auditor had several recommendations. 1. The Legisla Auditor recommended that the Legislature initiate a statewide review to determine whether the appropriate roads are eligible for state -aid. Because the size of the C.S.A.H. system is so large, adequate funding for the entire system is not likely to become available. 2. The Legislative Auditor recommended that there be some means of targetinc funds to serve the highest state priorities. The current funding system sets no priorities. Each mile of the C.S.A.H. system is considered to be as "needed" as each other mile, recommendations regarding the allocation of funds included: - Allocate funds on the basis of "lane miles" rather than "miles ". - Allocate funds using some measure of vehicle miles travelled rather than vehicle registrations. - Eliminate provisions that guarantee each county a certain percentage of total state -aid each year. 3. The Legislative Auditor recommended that changes be made in the way that counties determine "need" on the C.S.A.H. system. Currently need is determined by the construction activity required to bring the facility up to state -aid design standards. The Auditor made some specific recommendations in this regard: - Use existing rather than projected traffic due to difficulties in accurately projecting traffic on many of the roadways on the C.S.A.H. system. - Make design standards less stringent, especially for low traffic roads. - Consider alternatives to "standards- based" funding. - Prohibit counties from reporting construction needs on roads with less than 100 vehicles per day. 4. The Legislative Auditor recommended that the role, size and make -up of the County State -Aid Screening Board be reviewed. 40 i • • • Municipal State -Aid Street System Many of the same issues that the Legislative Auditor raised regarding the C.S.A.H.. system should also be considered in a review of the MSAS system. A major difference between the two is the size of the MSAS system (2,265 miles) and the restriction on its ultimate size (2,500 miles). The number of miles of city streets is increasing dramatically in many urban areas and the traffic volumes on many city streets are growing rapidly. Therefore, need for this system may accelerate rapidly. Key issues which should be investigated regarding the MSAS system are: 1. Appropriate size of the system. 2. Criteria for eligibility for MSAS funds. 3. Means by which "need" is determined (i.e., priority projects versus cost to improve system to "standards "). 4. Appropriate design standards for MSAS facilities. 5. Role, size and make -up of the MSAS Screening Committee. Township Roads Currently, counties may, by resolution, distribute a certain share of state -aid to townships for township roads. Issues which should be discussed are: 1. The appropriate . role of the state in funding township road improvements. 2. Criteria for determining need for state funding of township road improvements. FUNDING FOR TRANSIT SERVICES The need for transit services is expected to grow in the future- - both in the Twin Cities metropolitan area and throughout Greater Minnesota. The proportion of people who are typically dependent on public transportation (the elderly, the disabled and the poor) will grow even more rapidly than the population as a whole. This, coupled with increased congestion in urban and suburban areas, will create increased demand for a variety of transit services. Key issues which the Transportation Study Board needs to address are: 1. The role of the state in funding Light Rail Transit in the Twin Cities. The draft Regional LRT Development and Financial Plan proposes a $2 billion investment over the next twenty years with a 30% contribution from the state. 41 2. The role of th operations in la 3. The role of t state in funding specialized transit services for the elderly and the handicapped, particularly in areas throughcut Greater Minnesota. 4. The role of the state in funding para- transit or community based transit services such as vanpooling, carpooling, travel demand management and subscription bus services. 5. The role of the state in funding capital improvements for transit. FUNDING FOR RAILROADS Since the railroads were initially privately owned transportation facilities and are gDverned by many laws which have been in effect for decades, the role of the State in the rail industry is limited. However, competitive opportunities for goods movement throughout Minnesota are very important to the economic vitality and competitiveness f the state. Accordingly, there are a number of issues regarding state policy and financial participation in the ail industry which should be addressed by the Transportation Study Board. Key issues are: 1. Grade separations and grade crossing controls are needed to improve safety. The responsibility for these facilities currently rests with the railroads but the railroads argue that the benefits accrue to the highway user rather than the railroad. The added cost of providing and maintaining these facilities decre-ses the railroad's ability to compete in the marketplace. 2. The current tren toward increased activities by shortline and regional railroad companies has had a positive impact on the rail service available in the state. These new operators are proving that they can provide a valuable service when they have local shipper and community support. However, they have significant problems with start up costs, management and rrowth. The state has assisted in the acquisition of l.nes and the rehabilitation of the track. This economic support is needed to continue to allow new shortlines to start and flourish. However, more oversight may be needed dL,e to the amount of public and community investment required. 3. The relationship between modes (rail, truck, air, barge and ship) needs to be considered in the location of, and provision of infrastructure to support, intermodal transfer state in funding regular route transit ge urbanized areas. 42 • • • facilities. If not carefully planned, such facilities can have a serious impact on traffic congestion on nearby highways. 4. Policies regarding the acquisition of abandoned railroad rights -of -way should be evaluated to assure that these opportunities are not lost to the public. The state currently has a Rail Bank Program to allow the Department of Transportation to buy these lines. However, the law does not provide strong tools for acquiring these rights -of -way and, therefore, it is seldom used. A better process is needed for coordinating decisions on the acquisition and use of abandoned rail rights -of -way. 5. Legislative policies on the study and implementation of high speed rail and commuter rail service should be discussed. FUNDING FOR WATER TRANSPORTATION Goods movement is provided by three different modes in Minnesota: trucks, rail and water. All three are needed and serve somewhat different market segments. Key issues related to water transportation which the Transportation Study Board should address are: 1. The locks and dams system on the inland river system is aging, causing delays and slower operation, which greatly increases transportation costs. While a program of rehabilitation is ongoing, additional funding may be needed. 2. The Water Resource Development Act of 1986 (WRDA) authorized the construction of a new lock at Sault Sainte Marie, Michigan, to replace aging and failing locks. The bill requires a local cost sharing agreement. Mn /DOT and the State have taken a position supporting full federal funding of the lock's construction. If the local share is raised through user fees, there is concern that Minnesota's iron ore and taconite would no longer be competitive with Eastern Canadian ore. Impacts would be felt in the grain industry as well. 3. State policies on issues such as safety (particularly related to the mix of recreational and commercial boating activities), land use competition and environmental concerns should also be discussed. 4. Mn /DOT supports the establishment of a port assistance program in Minnesota to maintain a safe, economical and efficient water transportation system in the state. Port improvements and maintenance activities are being delayed due to lack of financial resources. Legislative policies regarding state financing of port improvements need to be developed. 43 FUNDING SOURCES Throughout the public hearings and many other meetings held by the Transportation Study Board over the past year, many people have expressed many different concerns about transportation needs. Each p of the state has its own unique problems and desires with r gard to transportation. But in one respect, everyone agree - -more resources are needed for transportation. Many people a ressed a willingness to look at expansion of existing source such as the gasoline tax as well as to look at a variety of new and non - traditional revenue sources. Key issues with regard to unding sources which need to be addressed by the Transportation .study Board are: 1. What sources of funds are appropriate for transportation facilities and services? It is likely, given the size and age of the transportation system and the growth expected in Minnesota over the next twenty years, that the needs identified will outstrip our current financial resources. Increases in existing revenue sources or expansion to new funding sotrces will need to be addressed. 2. There is a need for long term consistent and stable transportation funding. A package of funding should be considered which has several components. In addition, trigger mechanisms which adhere to economic fluctuations and inflationary factors should be evaluated. The package should include an investigation of non - traditional funding sources. 3. During the last session, the Legislature directed the Regional Transit Board to prepare a Development and Financial Plan for the implementation of Light Rail Transit in the Twin Cities metropolitan areas. This report will be submitted to the Legislature in February, 1990. The recommendations of this report should be considered by the Transportation Study Board in the determination of transportation needs and funding requirements to meet those needs. 4. One of the policy issues associated with transportation financing is the relationship between who pays and who receives funding from state collected revenues. Given the rapidly increasing transportation needs in the metropolitan area, partimularly those related to congestion, the current funding allocations may no longer be appropriate or related to need or source of tax revenues. 5. Taxation policies related to both the rail and the trucking industry need to be evaluated to assure that there is a healthy competition in the marketplace for the movement of goods throughout Minnesota. Mn /DOT's "cost allocation" study will be addressing these issues with regard to the trucking industry. 44 • • 6. Toll roads and bridges are one option for generating construction dollars for specific projects. The advantages and disadvantages of this option, as well as the types of projects for which tolls might be appropriate, need to be addressed by the Transportation Study Board as a potential new source of revenues. 7. Finally, there is much interest in the use of public /private partnerships to fund certain transportation facilities and services. .The Transportation Study Board needs to identify appropriate facilities and situations in which private financing can assist the state in meeting transportation needs. 45 VI. COMMITTEE WOFtK PLANS The Transportation Study Board has established three committees to investigate specific types of issues related to the Board's legislative charge. These committees are: (1) Policy and Decision Making, :2) Finance, and (3) Infrastructure Needs and Priorities. The issues described in the previous chapter are recommended for co;nmittee assignment as follows: POLICY AND DECISIO' MAKING COMMITTEE 1. Transportatioi Planning - Need for updating the comprehensive statewide transporta- tion plan - Coordination of transportation planning activities among units of government - Relationsh_p of transportation planning to economic development 2. Trunk Highway System - Planning and programming process - Reviews, approvals and permits required - Bid procedures 3. C.S.A.H. System - Size and criteria for roadways being on C.S.A.H. system - Allocation formula for C.S.A.H. system - Role, size and makeup of Screening Board 4. MSAS System - Size and criteria for roadways being on MSAS system - Allocation formula for MSAS system - Role, size and make -up of Screening Committee 5. Railroads - Location of intermodal transfer facilities - Acquisition of abandoned railroads - High speed ;rail - Commuter rail service 6. Waterways - Local share for new lock at Sault Sainte Marie - Safety, land use competition and environmental concerns 46 • • 7. Transit - Program recommendations for multi -modal transportation planning FINANCE COMMITTEE 1. New and expanded funding sources for transportation 2. Equity issues related to the allocation of funds 3. Trigger mechanisms related to economic changes and inflation 4. LRT funding 5. Transit funding Regular route bus operations Specialized transit services Para- transit services Capital improvements for transit 6. Taxation policies related to rail and trucking industries 7. Establishment of a port assistance program 8. Use of tolls 9. Public /private partnerships INFRASTRUCTURE NEEDS AND PRIORITIES COMMITTEE 1. Trunk Highway System Criteria and weightings for determining needs Design standards (Weight restrictions and implementation of Market Artery system 2. C.S.A.H. System - Criteria for determining needs on C.S.A.H. system Design standards for C.S.A.H. system 3. MSAS System - Criteria for determining needs on MSAS system - Design standards for MSAS system 47 4. Township Roads - Criteria for •tate funding for township roads - Design standa ds for township roads 5. Highway needs in outlying parts of the Twin Cities metropolitan are 6. Criteria for determining transit needs and priorities - Regular route bus - Special transit services - Light rail transit 7. Railroads - Criteria for providing funding assistance to shortline and regional railroad companies - Criteria for providing funding assistance for grade separations and grade crossing controls 8. Waterways - Rehabilitations program for locks and dams system 48 FRED J. CORRIGAN Executive Director JERRY ANDERSON Asst. Executive Director Enclosures THE MINNESOTA TRANSPORTATION MLLIMI%L FORMERLY MINNESOTA GOOD ROADS, INC Memo To: City Engineers /City Administrators From: Fred J. Corrigan RE: TRIP STUDY OF MINNESOTA BRIDGES The Minnesota Transportation Alliance recently released the results of a Minnesota bridge study prepared for The Alliance by The Road Information Program (TRIP) of Washington, D.C. The study confirmed the findings of the 1988 Mn /DOT Bridge Task Force with almost 5,000 bridges considered structurally deficient or functionally obsolete today - and another 2,000 bridges will become deficient in this decade. Without continued focus on this critical part of our road system, we will see a dramatic increase in bridge closing during the next decade. The state of Minnesota has traditionally responded to bridge needs on the county and local system with state bonds. The Minnesota Transportation Alliance supports the recommendations of the Minnesota Department of Transportation for $50 million in state bonding to address the needs on the local bridge system. It is significant to note that 88% of the deficient bridges are on the local system. Local government will lose over $100 million in state aid by 1995 due to legislation sunsetting the county and municipal share of Motor Vehicle Excise Tax (MVET) revenues after FY 1990. We believe this study shows the need for the Legislature to reconsider the 1988 decision to eliminate local government sharing in this user tax. Growing bridge and transportation needs, especially in rural Minnesota, will force local government to look to increased property taxes to meet these increased demands. We hope that you will share the findings of this study with members of your community. Copies have been mailed to Legislators on the Transportation Committees and to our Congressional delegation. We suggest you contact your local legislators to discuss the need for continued state support for local and county bridges. This study presents another opportunity to emphasize local transportation needs with your representatives. 3402 UNIVERSITY AVENUE S E. MINNEAPOLIS, MINN. 55414 612- 379 -7227 FRED 1. CORRIGAN Executive Director JERRY ANDERSON Asst Executive Director ADOPTED JANUARY 18, 1990 THE MINNESOTATRANSPORTATION MLL1MI1% FORMERLY MINNESOTA GOOD ROADS, INC. 1990 LEGISLATIVE PLATFORM Funding for Local Bridge Bonding A recent Mn /DOT Bridge Study showed the need for a commitment of approximately $30 million per year for the next 20 years on local bridges. State bridges have traditionally been funded with revenues from the Highway User Tax Distribution Fund and MVET funds. Local bridges have been the recipient of state bonds since the 1970s to supplement local government funds. Federal funds are also available for bridges on both state and local systems. Mn /DOT will recommend to the 1990 Legislature the need for additional bonding to address the local bridge needs. THE MINNESOTA TRANSPORTATION ALLIANCE SUPPORTS THE FINDINGS OF THE Mn /DOT BRIDGE STUDY AND SUPPORTS Mn /DOT'S REQUEST FOR ADDITIONAL STATE FUNDING TO MEET THESE LOCAL NEEDS. The Minnesota Transportation Alliance recommends that the State of Minnesota reverse the 1989 sunset provision which eliminates county and municipal participation in the distribution of Motor Vehicle Excise Tax (MVET) revenues after July 1, 1991 and dedicate those funds to local bridge needs. The Minnesota Transportation Alliance also supports the use of state bonding authority for the purpose of building, replacing and rebuilding local bridges in Minnesota. THE MINNESOTA TRANSPORTATION ALLIANCE SUPPORTS THE USE OF EITHER MVET REVENUES, STATE BONDS OR A COMBINATION OF BOTH TO MEET THE LOCAL BRIDGE NEEDS WITHIN THE NEXT TWENTY YEARS. 3402 UNIVERSITY AVENUE S.E. MINNEAPOLIS, MINN. 55414 612-379.7227 f .et Wive Director JrRRY ANDERSON Aru E.ecuuw Duecfor Light Rail Transit MINNESOTA TRANSPORTAI ION LLI141I I LL FORMERLY MINNESOTA GOOD ROADS, INC 1990 LEGISLATIVE PLATFORM Traditional highway solutions have' not been able to address the dramatically increased congestion within the metropolitan Twin Cities region, especially in the Interstate corridors serving the region. Traffic management techniques and alternate modes of people movement in these corridors will need to be implemented in order to ensure the mobility of the region's population. THE MINNESOTA TRANSPORTATION ALLIANCE SUPPORTS THE NEED TO BEGIN THE CONSTRUCTION OF A LIGHT RAIL TRANSIT SYSTEM IN THOSE CORRIDORS THERE SIGNIFICANT EFFICIENCY CAN BE ACHIEVED OVER THE USE OF TRALITIONAL BUS SYSTEMS. THE MINNESOTA TRANSPORTATION ALLIANCE SUPPORTS THE REGIONAL TRANSIT BOPRD'S PHASED DEVELOPMENT PLAN FOR A LIGHT RAIL SYSTEM IN THE i COUNTY METROPOLITAN AREA. THE MINNESOTA TRANSPORTATION ALLIANCE SUPPORTS ALTERNATE SOURCES OF FUNDING, INCLUDING REGIONAL REVENUE SOURCES, FOR THE PURPOSE OF BUILDING AND OPERATING A LIGHT RAIL SYSTEM. THOSE REVENUES SHOULD COME FROM OUTSIDE OF THE EXISTING STATE FUNDING MECHANISMS SUPPORTING EXISTING HIGHWAY AND TRANSIT SERVICE IN MINNESOTJ. ADOPTED 1/18/90 as amended 3402 L NIVERSITY AVENUE S.E. MINNEAPOLIS, MINN 55414 612.379.7227 MN TRANSPORTATION ALUANCE 9402 UNIVERSITY AVENUE S.E. MWNEAPOUS, MN 55414 Copyright 1990 Star Tribune B) Robert Whereatt Staff Writer Minnesotans, who saw their annual car registration fees increase six times and their gasoline tax increase five times in the 1980s, are prepared to spend even more to keep their roads and highways in decent shape. Almost four of every five adult Min- nesotans, 78 percent, are willing to aay more in state gasoline taxes or - egistration fees or even bridge or - oad tolls to raise money for road •epauu and maintenance, according to he latest Star Tribune -KSTP Minne- ;ota Poll. Me poll also found widespread sup - Kort for a metro area light -rail system Metro /State news 78% say they'd pay more for road, highway upkeep Most also willing to use taxes for light rail MINNESOTA POLL Star Tribune /KSTP TV V and the use of tax money to pay for it. State Transportation Commissioner Leondard Levine said the results of the tax questions are not surprising, even though Minnesota's gasoline tax, at 20 cents a gallon, and its annual registration fees are among the highest in the nation. "There is very, very strong support for road and bridge improvements across Minnesota," said the commis- sioner. Still, it. is unlikely that the Legisla- ture, which convenes a week from today, will raise any highway taxes or fees this session, according to inter- views with several legislators, Levine and lobbyists for highway and truck- ing interests. Besides the politics of an election year, which always discourage tax in- creases, legislators are awaiting a lengthy transportation study that will not be completed until 1991. No single tax or user fee mentioned Poll continued on page 5B • Paying for roads Minnesotans are concerned enough about improving road repair and maintenance that a large percentage are willing to: ay higher gas taxes Do at least one of the above Source: Minnesota Poll of 800 adults statewide. Jan. 17 -23 Sampling error 4 percentage points plus or minus: ff I II IP r_ Favor toll roads Star Tribune graphic/ Ray Grumney 38% Star Tribune Monday February 5/1990 • P oll Continued from page 111 in the poll generated overwhelming support. Barely more than half of the respondents said they would pay more in gasoline taxes. They were split almost evenly over increased registration fees, and 38 percent said they would favor toll roads to raise money. But one in five did not agree to at least one, raising the possibility that legislators might try several funding approaches in a highway- improve- ment package in 1991. The poll also shows: • A willingness to build a light -rail system in the Twin Cities. • Support for using state tax money to help pay for it. • An assessment road and high- way congestion has not yet reached senous proportions, even in the Twin Cities. • A middling assessment of the con- dition of roads and highways. Minnesotans apparently are ready to support light -rail service, an idea that has been kicked around, poked and studied for about three decades. More than seven in 10, 73 percent, said that it is a "good idea" to have a light -rail system in the Twin Cities. And though the estimated $1.2 bil- lion cost was not mentioned in the question put to respondents, almost six in 10, 58 percent, said that the state should help pay for it. "The people in this community are ready and want a first -class transit system. The poll says it's time to fish or cut bait," said Michael Ehrlich - mann, chairman of the Regional Transit Board, the agency charged with developing plans for transporta- tion in the region. State Sen. Steven Novak, DFL -New Brighton and chairman of a transit subcommittee, said debate on light rail by legislators and the general public has shifted. "It's no longer a question of whether it's going to hap- pen, but when it's going to happen," he said. Support for light rail is heaviest in the seven- county metropolitan area, where 81 percent endorsed it. But, perhaps surprisingly, a clear ma- jority outside the Twin Cities also believes light rail's time has come. In northeastern Minnesota, 61 percent said that it is a good idea. In outstate areas with sizeable cities, 71 percent support it: and even in rural areas, the idea of installing modernized street cars in the Twin Cities is viou, tI f w,,rot+ty k.. LA .. • To succeed, he said, the sales tax would have to be dedicatee to con - structi Do costs, and expire once the syste is built, or be used to offset prope be ea Thou light based anyw and Sta co But e only that lem. that "mi Mi attitu roads pence lent they perce poor nearl to Pol y tax obligations that would for the system. a strong majority says that . 1 is a good idea, it is not on a widespread perception in the state that highways are dogged. de, one in five said that traffic tion is a "serious" problem. en in the metropolitan area, 5 percent of those polled said ngestion is a "serious prob- ore than half,52 percent, said traffic congestion problem is c." tans have decidedly mixed s about the condition of n their part of the state. Only 7 t said that roads are in excel - ndition; 48 percent said that in good condition, while 45 t rated roads in "only fair" or edition. Those figures remain unchanged since the Minneso- asked them in 1987. Res ' • ndents in the metropolitan area ive higher marks to roads in their region than the marks Minneso- tans living elsewhere in the state give to thei r roads. Sixty -erne percent of those living in the etropolitan area rated their roads "good" or "excellent" Forty - eight rcent of those living outside the r gion gave their roads those same arks. Minn sotans living in northeastern Minn rota have the poorest assess- ment f their local road and highway syste . Among those surveyed, 23 percent said that their roads are in good , x excellent condition. Another 52 percent said that roads are in "only fair" condition, and 25 percent labeled them "poor." MI TRANSPORTATION ALLIANCE sea UNIVERSITY AVENUE S.E. MNIIAPOIi* IAN 56414 Facts about the poll Results are based on a Star Tribune-KSTP Minnesota Pon conducted by telephone with 800 randomly selected adults in Minnesota Jan. 17 -23. The sample is adjusted for household size and weighted to reflect demographic estimates of the aduh population. For results bred on a= of this size, one can be 95 percent t that sampling and other random error win be no more than plus or mime 4 penentage points. Other forms of error or bias may be introduced by question wording and the practical difficulties of conducting any poll. Questions included: "Do you think it is a good idea or a bad idea for the Twin Chia to have a public tight -nil transit system? ... Should the state of Minne- sota help pay for a light -rail transit system in the Twin Cities metro area? ... Would you say the roads in your part of the state are in excellent, good, only fair or poor condition? . to your pan of the state, is traffic conges- tion a serious problem, only a minor problem or no problem at all? ... Would you be willing to pay mare in state gasoline taxes if that money were to go for road repair and mainte- nance? Would you be wining to pay more for your license plates and yearly tabs if that money were to go for road repair and mainte- nance?" Project Research of Minneapolis conducted the interviewing for the Star Tribune. The Minnesota Poll is directed by assistant manag- ing editor Rob Daves. The poll's findings are available for inspection by appointment at Star Tribune offices, 425 Portland Av., S., Minne- apolis. • • • MINNESOTA'S AGING BRIDGES: THE NEED FOR REHABILITATION AND RESTORATION FEBRUARY 1990 Prepared by THE ROAD INFORMATION PROGRAM 1200 18th Street, N.W., Suite 314 Washington, D.C. 20036 (202) 466 -6706 for MINNESOTA TRANSPORTATION ALLIANCE 3402 University Avenue, S.E. Minneapolis, Minnesota 55414 (612) 379 -7227 Founded in 1971, The Road Information Program (TRIP) of Washington, D.C., is a non - profit organization which researches, evaluates and distributes economic and technical data on highway transportation issues. TRIP is sponsored by energy and insurance companies; equipment manufacturers, distributers and suppliers; businesses involved in highway engineering, construction and financing; labor unions; and organizations concerned with an efficient and safe highway transportation network. • • • mia Summary of Findings One out of every four bridges in Minnesota is substandard and needs to be rehabilitated or replaced. Some 88 percent of these 4,899 substandard bridges are on the county, township and municipal road systems, and 12 percent are on the state trunk highway system. The backlog of deficient and obsolete bridges in Minnesota continues to climb despite efforts by the state to catch up. For instance, between 1986 and 1989, the state and local governments spent $139.3 million to rehabilitate or replace more than 650 bridges. However, in the same time, the backlog of bridges over 20 feet alone increased by 145 bridges. (Figures for bridges under 20 feet are unavailable.) The average lifespan of a bridge is about 60 years, but 7,369 (37.7 percent) of Minnesota's 19,554 bridges are at least 50 years old. Of those, 1,025 bridges are over 75 years old and 167 bridges are over 100 years of age. It will cost a total of $885.9 million to bring Minnesota's 4,899 substandard bridges up to good condition. This figure includes $849.2 million to improve the 3,730 deficient bridges over 20 feet in length and $36.7 million to improve those 1,169 substandard bridges between 10 and 20 feet in length. Also, it will cost another $298.8 million to rehabilitate or replace some 2,000 bridges expected to become deficient in the next 10 years. TRIP recommends Minnesota spend $1.185 billion -- or $118.5 million a year over the next 10 years -- to catch up with the 4,899- bridge backlog and keep up with expected deterioration of 2,000 additional bridges. By comparison, the state spent lust $49.3 million on all bridge improvements in 1989 -- only 42 percent of what they need to be spending. Unless funding is increased, the $69.2 million annual shortfall is expected to grow to $692 million annually (in 1989 dollars) by the year 2000. At the current rate of bridge repair in Minnesota -- about 237 bridges per year -- it will take 21 years just to catch up with existing bridge needs, not including further deterioration. Travel on Minnesota's roads and bridges has increased 28 percent since 1980. In the same time, traffic density -- or the amount of traffic carried by each mile of Minnesota's total road system -- has jumped by 34 percent. • Introduction Minnesota, the "land of ten thousand lakes," has the 12th largest land area of any state in the United States. Some 20,000 bridges over 10 feet in length link its 132,800 miles of roads, carrying growing volumes of traffic. But more than a third of Minnesota's bridges are over 50 years of age, and 1,025 bridges are more than 75 years of age. Increasing traffic volumes, together with the ravages of weather and the general aging of the bridge population, are contributing to growing bridge deterioration in Minnesota. Already one out of • every four bridges in Minnesota is designated "structurally deficient" or "functionally obsolete" and in need of rehabilitation or replacement. • Minnesota's bridge problem threatens to worsen under constrained state and local funding and inadequate federal funding. This study examines bridge deterioration in Minnesota, both on bridges over 20 feet in length (which is the minimum length for bridges in the federal National Bridge Inventory) and those bridges between 10 and 20 feet in length which are inventoried annually by the state Department of Transportation. • • -2- Sources for this study include the Minnesota Department of Transportation, the Minnesota Bridge Replacement Program Task Force, the Federal Highway Administration and other government and private agencies. Growth in Minnesota Between 1970 and 1980, the population of Minnesota increased from 3.8 to 4.1 million people, an increase of about 300,000, or 8 percent. Between 1980 and 1987, the state's population climbed another 4.2 percent, to 4.2 million. (In the same time, the national population climbed by 7.4 percent, reflecting rapid growth in the Southeast and Southwest sections of the country.) But in the West North Central Region, of which Minnesota is a part, population regionwide was up just 2.6 percent between 1980 and 1987. Between 1990 and the year 2000, Minnesota's population is expected to grow faster than any other state in the West North Central Region (according to the Bureau of the Census): Estimated 1990 2000 Change Iowa 2,758 2,549 (- 7.6 %) Kansas 2,492 2,529 (+ 1.5 %) Minnesota 4,324 4,490 (+ 3.8 %) Missouri 5,192 5,383 (+ 3.7 %) Nebraska 1,588 1,556 (- 2.0$) North Dakota 660 629 (- 4.7 %) South Dakota 708 714 (+ 0.8$) Region 17,722 17,850 (+ 0.7 %) 411 U.S. 249,891 267,747 (+ 7.1 %) -3- As Minnesota's population grows, so do traffic volumes on its roads and bridges. State records show that, between 1970 and 1980, total traffic on all roads in the state jumped 28 percent, from 22.30 to 28.52 billion vehicle miles. Since 1980, traffic has climbed another 28 percent to 36.45 billion vehicle miles in 1988. Because Minnesota's road system has not grown, traffic density -- or the amount of traffic carried by each mile of the system -- has jumped dramatically, from 21:L million travel miles per mile of highway in 1980 to 282 million travel miles per mile of highway in 1988 (up 34 percent in just eight years). If traffic growth continues at its current pace, the state's road systems will carry more than 48 billion vehicle miles by the end of the century, indicating a traffic density on Minnesota's roads of about 373 million travel miles per mile of highway. Minnesota's Bridges Bridges are vital to people's lives. They help to connect rural areas to urban centers, to carry emergency vehicles and school buses, to transport goods and services vital to Minnesota's vibrant state economy and to provide basic freedom of mobility for all citizens. In particular, Minnesota's agricultural and timber industries rely heavily on the state's rural road and bridge network. • • • • -4- Minnesota's sheer size -- 12th largest land size of any state in the country -- with its thousands of lakes and streams demands an extensive road and bridge system. In fact, the state has a total of 13,750 bridges over 20 feet in length. Only 18 other states have more bridges (over 20 feet) than Minnesota does. Minnesota also has another 5,804 bridges that are between 10 and 20 feet in length. The counties maintain the largest number of bridges in Minnesota, followed by local municipal governments. Many of these locally maintained bridges are smaller and carry less traffic than the larger state-maintained bridges. Following is a breakout of Minnesota's bridges by jurisdiction: Bridge Size Total State County Local Misc. 10 -20 feet 5,804 903 2,481 2,349 71 Over 20 feet 13,750 3,703 5,481 4,465 101 Total 19,554 4,606 7,962 6,814 172 (23.6 %) (40.7 %) (34.9 %) (0.8 %) Many of Minnesota's bridges are older, and many have reached the end of their useful lifespan. According to engineers at Minnesota's state Department of Transportation (DOT), the average lifespan of a bridge is about 60 years, depending on traffic, weather and design. -5- More than a third of Minnesota's bridges -- 37.7 percent, or 7,369 bridges are at least 50 years old. Of those, 1,025 bridges are over 75 years of age, and 167 bridges are over 100 years of age: Fridges Bridges over Bridge Age 1C -20 feet 20 feet Total Under 50 yrs. 3,235 8,950 12,185 (62.3 %) 50 -74 yrs. 2,265 4,079 6,344 (32.4 %) 75 -100 yrs. 225 633 858 ( 4.4 %) 100+ yrs. 79 88 167 ( 0.8 %) Total 5,804 13,750 Current Bridge Deficiencies in Minnesota 19,554 (100.0 %) Minnesota ex mines and rates every bridge over 10 feet in length in the sta +e annually even though Federal regulations only Y 9 g Y require bridge inspections on bridges over 20 feet in length once every two years. In fact, Minnesota's bridge inspection criteria were established several years prior to the federal criteria. However, the state now uses the federal standards (as do other states) to determine which of its bridges are substandard and in need of rehabilitation or replacement. • • • • -6- The federal rating criteria are based on a "sufficiency rating system," ranging from 0 to 100, with 0 indicating very deficient condition and 100 indicating excellent condition. Ratings of less than 50 mean that the bridge is eligible for either rehabilitation or complete replacement. Ratings of between 50 and 80 indicate that the bridge is eligible for rehabilitation only. Substandard bridges rated under 80 on the sufficiency scale are categorized as either "structurally deficient" or "functionally obsolete." Structurally deficient bridges are inadequate for existing traffic due to deterioration in their decks, supporting members or superstructures. Functionally obsolete bridges cannot adequately handle current traffic because they have too few or too narrow lanes, poorly aligned approaches and restrictive overhead clearances. Many older bridges have characteristics of both types of deficiency. • The most recent inventory shows that one out of four bridges in Minnesota is substandard and needs immediate improvements. These 4,899 bridges (25.1 percent) include 3,406 structurally deficient bridges and 1,493 functionally obsolete bridges. Some 88 percent of these substandard bridges are on the county, township and municipal road systems. About three - fourths are over 20 feet in length (3,730 bridges, 76 percent) and a quarter are under 20 feet (1,169 bridges, 24 percent). -7- On the following pages is a county -by- county breakout of Minnesota's structurally deficient and functionally bridges by highway district, showing both those over 20 feet in length and those between 10 and 20 feet in length. District/ Bridges > 20 ft. Bridges < 20 ft. County Total /# Deficient Total /# Deficient Total /# Def. ( %) District 1 Aitkin 108/ 36 65/ 10 173/ 46 (26.6) Carlton 139/ 31 49/ 6 188/ 37 (19.7) Cook 44/ 10 48/ 24 92/ 34 (37.0) Itasca 175/ 49 57/ 12 232/ 61 (26.3) Kooching 99/ 28 38/ 4 137/ 32 (23.4) Lake 94/ 20 46/ 8 140/ 28 (20.0) Pine 170/ 53 58/ 13 228/ 66 (28.9) St. Louis 162/166 279/ 47 1,041/213 (20.5) District Total 1, °91/393 640/124 2,231/517 (23.2) District 2 Beltrami 97/ 25 75/ 22 172/ 47 (27.3) Clearwater 50/ 8 31/ 3 81/ 11 (9.9) Hubbard 39/ 9 15/ 1 54/ 10 (18.5) Kittson 150/ 36 69/ 10 219/ 46 (21.0) Lk O'Woods 73/ 34 62/ 16 135/ 50 (37.0) Marshall 216/ 76 106/ 23 322/ 99 (30.7) Norman 153/ 39 88/ 7 241/ 46 (19.1) Pennington 50/ 16 61/ 14 111/ 30 (27.0) Polk 255/109 143/ 27 398/136 (34.2) Red Lake 67/ 28 43/ 11 110/ 39 (35.4) Roseau 137/ 31 121/ 16 258/ 47 (18.2) District Total 1,287/411 814/150 2,101/561 (26.7) • • • • • • District/ Bridges > 20 ft. Bridges < 20 ft. County Total /# Deficient Total /# Deficient Total /# Def. ( %) District 3 Benton 110/ 31 26/ 7 136/ 38 (27.9) Cass 91/ 34 43/ 6 134/ 40 (29.9) Crow Wing 67/ 17 38/ 6 105/ 23 (21.9) Isanti 30/ 10 15/ 4 45/ 14 (31.1) Kanabec 80/ 26 16/ 2 96/ 28 (29.2) Mille Lacs 99/ 12 27/ 11 126/ 23 (18.3) Morrison 162/ 48 78/ 23 240/ 71 (29.6) Shelburne 42/ 12 4/ 0 46/ 12 (26.1) Stearns 231/ 40 95/ 8 326/ 48 (14.7) Todd 123/ 52 43/ 16 166/ 68 (41.0) Wadena 76/ 35 11/ 5 87/ 40 (46.0) Wright 79/ 29 37/ 8 116/ 37 (31.9) District Total 1,190/346 433/ 96 1,623/442 (27.2) District 4 Becker Big Stone Clay Douglas Grant Mahnomen Ottertail Pope Stevens Swift Traverse Wilkin District Total 52/ 15 18/ 5 267/ 78 52/ 10 41/ 16 43/ 8 158/ 36 40/ 9 42/ 3 96/ 27 118/ 18 205/ 63 1,132/288 -8- 35/ 5 8/ 1 112/ 19 35/ 5 19/ 2 21/ 1 55/ 7 25/ 4 13/ 3 21/ 0 49/ 6 89/ 19 482/ 72 87/ 20 (23.0) 26/ 6 (23.1) 379/ 97 (25.6) 87/ 15 (17.2) 60/ 18 (30.0) 64/ 9 (14.1) 213/ 43 (20.2) 65/ 13 (20.0) 55/ 6 (10.9) 117/ 27 (23.1) 167/ 24 (14.4) 294/ 82 (27.9) 1,614/360 (22.3) District 5 Anoka 116/ 19 16/ 8 132/ 27 (20.5) Carver 89/ 24 41/ 8 130/ 32 (24.6) Hennepin 1,068/259 108/ 6 1,176/265 (22.5) Scott 67/ 17 58/ 13 125/ 30 (24.0) District Total 1,340/319 223/ 35 1,563/354 (22.6) District/ Bridges > 20 ft. County Total /# Deficient District 6 Dodge 171/ 50 Fillmore 380/153 Freeborn 154/ 11 Goodhue 348/ 98 Houston 170/ 78 Mower 348/117 Olmsted 316/ 86 Rice 150/ 42 Steele 131/ 39 Wabasha 163/ 59 Winona 234/ 67 District 7 Blue Earth 195/ 34 Brown 117/ 27 Cottonwood 152/ 28 Faribault 241/ 46 Jackson 193/ 57 Le Sueur 66/ 18 Martin 167/ 28 Nicollet 45/ 11 Nobles 298/ 62 Rock 250/ 97 Sibley 106/ 25 Waseca 74/ 15 Watonwan 171/ 37 District Total District 8 Chippewa 144/ 42 Kandihoyi 92/ 24 Lac'Parle 170/ 53 Lincoln 116/ 37 Lyon 251/ 63 McLeod 73/ 24 Meeker 64/ 19 Murray 134/ 46 Pipestone 170/ 59 Redwood 205/ 47 Renville 141/ 34 Yellow Med 223/ 77 District Total 2,075/485 1,783/525 -9- Bridges < 20 ft. Total /# Deficient Total /# Def. ( %) 94/ 17 206/ 81 105/ 8 204/ 33 75/ 26 106/ 24 155/ 28 56/ 4 49/ 24 126/ 36 92/ 22 265/ 67 (25.3) 586/234 (39.9) 259/ 19 ( 7.3) 552/131 (23.7) 245/104 (42.4) 454/141 (31.1) 471/114 (24.2) 206/ 46 (22.3) 180/ 63 (35.0) 289/ 95 (32.9) 326/ 89 (27.3) District Total 2,565/800 1,268/303 3,833/1,103 (28.8) 59/ 8 254/ 42 (16.5) 57/ 7 174/ 34 (19.5) 88/ 18 240/ 46 (19.2) 69/ 19 310/ 65 (21.0) 60/ 24 253/ 81 (32.0) 44/ 1 110/ 19 (17.3) 54/ 1 221/ 29 (13.1) 41/ 9 86/ 20 (23.2) 115/ 26 413/ 88 (21.3) 112/ 30 362/127 (35.1) 50/ 12 156/ 37 (23.7) 29/ 4 103/ 19 (18.4) 51/ 10 222/ 47 (21.2) 829/169 2,904/654 (22.5) 67/ 7 211/ 49 (23.2) 53/ 4 145/ 28 (19.3) 73/ 30 243/ 83 (34.2) 87/ 25 203/ 62 (30.5) 116/ 25 367/ 88 (24.0) 43/ 12 116/ 36 (31.0) 51/ 4 115/ 23 (20.0) 68/ 13 202/ 59 (29.2) 104/ 29 274/ 88 (32.1) 124/ 16 329/ 63 (19.1) 90/ 10 231/ 44 (19.0) 102/ 22 325/ 99 (30.5) 978/197 2,761/722 (26.1) • • • • District Total 787/163 -10- District/ Bridges > 20 ft. Bridges < 20 ft. County Total /# Deficient Total /# Deficient Total /# Def. ( %) District 9 Chisago 58/ 9 23/ 2 81/ 11 (13.6) Dakota 212/ 41 74/ 14 286/ 55 (19.2) Ramsey 427/ 91 14/ 1 441/ 92 (20.9) Washington 90/ 22 26/ 6 116/ 28 (24.1) The Mounting Backlog 137/ 23 924/186 (20.1) STATEWIDE TOTALS 13,750/3,730 5,804/1,169 19,554/4,899 (25.1) More than one third of Minnesota's deficient bridges are already posted for lower vehicle weights or are completely closed to traffic. A total of 1,701 bridges (8.7 percent) are posted for lower vehicle weights, and 68 bridges (0.4 percent) have actually been closed to traffic. The Minnesota Department of Transportation (DOT) and local road agencies have attempted to address the state's growing bridge deficiency problem. However, despite improvements, the backlog continues to climb. For instance, between 1986 and 1989, the state spent $139.3 million to rehabilitate or replace more than 650 bridges. In the • same time, though, the backlog of deficient and obsolete bridges over 20 feet alone increased by 145 bridges. The DOT reports that, in June 1986, a total of 3,585 bridges (over 20 feet) were rated as structurally deficient or functionally obsolete. In December 1989, the total had risen to 3,730. Deficient and obsolete bridges under 20 feet in length also are increasing in number since many of these smaller bridges tend to be older bridges made of timber. However, because the state inventory of bridges under 20 feet is so new, comparative numbers from earlier years are not available. A Bridge Repl�cement Program Task Force Report published by the Department of transportation in September of 1988 noted, "In the past six years an annual average of 233 bridges were replaced while 200 more Minnesota bridges became deficient." The report recommended that the state accelerate bridge rehabilitation and replacement over the next 20 years to catch up with existing deficiencies, then launch a 60 -year bridge improvement cycle .n which one - sixtieth of the state's 19,554 bridges -- about 326 bridges -- should be improved annually. This system would ensure that all bridges were maintained within a 60- year expected bridge lifespan. However, at the current rate of repairs, Minnesota's bridges are on an 83 -year rehabilitation cycle. • • • • • • -12- In fact, in the next decade -- at a deterioration rate of some 200 bridges per year -- another estimated 2,000 bridges are expected to deteriorate into substandard condition and require major improvements. Some 88 percent of these expected deficient bridges will be locally maintained. Minnesota state bridge engineers estimate that, after the turn of the century, the rate of bridge deterioration will increase to an estimated 350 bridges per year based upon a spurt of bridge building that occurred at least 50 years ago. Bridge Improvement Costs It would cost a total of $885.9 million, to rehabilitate and replace Minnesota's current backlog of 4,899 substandard bridges. This includes $849.2 million for the 3,730 bridges over 20 feet in length and $36.7 million for 1,169 bridges between 10 and 20 feet in length. Also, it would cost another $298.8 million to improve the 2,000 additional bridges expected to deteriorate over the next 10 years, including $296.6 million for some 1,300 bridges over 20 feet in length and $2.2 million for 700 bridges under 20 feet. TRIP recommends that Minnesota spend $118.5 million a year over the next 10 ey ars to catch up with the backlog and keep up with continuing deterioration. These are 1989 dollars that do not include any future inflationary impact. -13- By comparison, in 1989, Minnesota's state and local governments spent $49.3 pillion for all bridge improvements -- just 41.6 percent of what is reeded. How Bridge Improvements Are Funded Bridge renovation in Minnesota is funded from three sources: (1) the Minnesota State Transportation Fund, (2) the Town Bridge Program, and (3) the Federal Highway Bridge Replacement and Rehabilitation Program. The bridges on Minnesota's state - maintained Trunk Highways are funded by the State Transportation Fund and federal funds; bridges on locally maintained systems are funded from these same two sources, plus Town Bridge Program funds. A bridge must be at least 20 feet in length to qualify for federal funds, but any bridge can be rehabilitated with all state or all local funds. Since 1976, nearly 5,000 bridges have been rehabilitated or replaced, but, according to the DOT, "the majority of past bridge replacements have been smaller, older (built 61 or more years ago) and less complicated." The current backlog of substandard bridges includes many more heavily traveled, larger structures, say state bridge engineers. This means that average bridge repair costs are expected to be higher than in the past, and total funding needs will be substantially morre. • • -14- In addition to the regular federal, state and local bridge funding programs, some bridges qualify for federal "discretionary" funding. These bridges generally are larger projects, costing several million dollars, that would be impossible without additional federal assistance. The following bridge projects have been funded with discretionary funds: - - Cedar Avenue Bridge (Trunk Highway 77) in Bloomington ($11.3 million) - - Arrowhead Bridge (Trunk Highway 2) near Duluth ($59.5 million, funded jointly by Minnesota and Wisconsin) High Bridge (Trunk Highway 149) in St. Paul ($18.3 million) -- Wabasha Bridge (Trunk Highway 60) in Wabasha ($5.0 million) The Federal Bridge Program The Federal Bridge Program started in 1970 as the Special Bridge Rehabilitation Program. Between 1970 and 1978, this early program funded some $816 million in bridge improvements. In 1978 Congress improved and expanded the program in response to growing public concern over aging bridges. The new program, called the "Highway Bridge Replacement and Rehabilitation Program" obligated $602 million in its first year. Between FY 1979 and FY 1984, funding nearly tripled to $1.75 billion. -15- However, federal funding has become less adequate and stable due to federal budget constraints. Between FY 84 and FY 87, annual obligations declined by about $130 million, from $1.75 to $1.62 billion in FY 1987. The Federal Aid Highway Act of 1987, passed over a Presidential veto, cut total funding for roads and bridges by about $2 billion a year. Bridge funding dropped more than 20 percent, from $2.C5 to $1.63 billion a year for 5 years, until FY 1991. This cut in bridge funding is affecting all state bridge programs. Many bridge improvement projects are being shelved or postponed indefinitely. Deficient bridges are being posted for lower vehicle weights and some bridges are being closed to traffic altogether. Cuts in federal bridge funding also are hurting Minnesota's bridge program. In 1986, the state received a total of $35.6 million in federa_ bridge funding. In 1987, it dropped to $32.9 million and, in 1988, to $25.2 million. In 1989, it increased slightly to $26.5 million due to funding major improvements to the Lake Street bridge between St. Paul and Minneapolis. 1 1 1 • • • -16- Planners at Minnesota's DOT expect that the state's share of federal bridge funds will increase slightly this year due to a realignment of the federal allocation formula based on total deficient bridges. Minnesota is changing its bridge inspection criteria to conform to federal standards, thus increasing its deficient and obsolete bridge population. Conclusion More than one third of Minnesota's bridges are over 50 years old and many other bridges are rapidly reaching the end of their intended design life. As the state continues to experience steady traffic and population growth into the next decade, roads and bridges, the lifelines that provide mobility to the businesses and industries in Minnesota, become even more critical. Unless the state can accommodate these increasing volumes in traffic and population, the economy will suffer. A total of 4,899 bridges are now rated deficient or obsolete and are in need of immediate improvements. If these bridges cannot be improved, many will be posted for lower weights or closed to traffic altogether. The weakened bridge is the weakened link in the vital connection between homes and schools, workers and jobs, farms and markets, ambulances and hospitals. Lengthy detours around closed bridges cost people and businesses money and great aggravation. -17- These problems will grow progressively worse unless the state can increase its investment in bridge improvements to eliminate the existing backlog of deficient bridges and to keep up with continuing deterioration in the years to come. # # # For further information, please contact Sally Thompson Director of Research (202)466 -6706 • • • t • EMBARGOED FOR RELEASE UNTIL 9:00 A.M.. THURSDAY. FEBRUARY 1. 1990 FROM: CONTACTS: Ketchum Public Relations 35 E. Wacker Drive, Suite 200 Chicago, IL 60601 The Road Information Program (TRIP) 1200 18th Street, NW, Suite 314 Washington, DC 20036 - more - Sally Thompson, TRIP Director of Research (202) 466 -6706 FOR: Martha J. Hudak, Ketchum (312) 372 -9333 Fred Corrigan Minnesota Transportation Alliance (612) 379 -7227 NEARLY 7.000 BRIDGES TO NEED REPAIR AT $1.2 MILTON UNTIL YEAR 20011 MINNEAPOLIS — One - fourth of Minnesota's bridges (4,899) are considered deficient and another 2,000 bridges will become deficient in this decade, according to a study released today by The Road Information Program (TRIP), a Washington, D.C. -based highway research group. TRIP estimates the repairs to cost $1.2 billion until the turn of the century to take care of the current backlog and keep pace with future needs. TRIP recommends Minnesota spend more than $118 million a year on its bridge program until the year 2000, compared to $49 million spent on bridges in fiscal year 1989. This figure includes $88 million for the current backlog and $30 million annually for future deteriorating bridges. Unless funding is increased, the current $69 million shortfall will grow to $692 million annually (in 1989 dollars) by the year 2000, according to TRIP. The study also said it will take 21 years to repair existing deficiencies at the current level of funding. 1 Pt L. i ,,UUU L tULCJtJ The Road Information Pr gram Add 1 -1 -1 Nearly 88 percent of current deficient bridges are under local jurisdiction — county, township and municipal. The remaining 12 percent are on the state system, according to TRIP. "Minnesotans must address the state's growing bridge problems this year before it reaches a crisis situation. The Minnesota Transportation Alliance advocates passage of legislation this session to 3rovide $50 million in bonding authority for local bridges," said Fred Corrigan, executive irector of the Alliance. Minnesota is facing s rious bridge problems in the future since nearly 38 percent of its bridges are 50 or more years old and the average life -span of a bridge is 60 years. Many of these bridges are larger and more expensive than the 650 bridges repaired between 1986 and 1989, according to TRIP. "The economic impac- of substandard bridges affects all communities and industries in the state. Inadequate a 1d closed bridges contribute to congestion in the Twin Cities, increase travel distances il southeastern Minnesota, and add to the cost of transporting products for the sugar bee and timber industries in northwestern and northern Minnesota," Corrigan said. Travel on Minnesota's roads and bridges increased 28 percent since 1980 and traffic density increased 34 perce t. At the current growth rate, traffic density will increase another 32 percent by the , ear 2000, placing more wear and tear on the road and bridge system. Funding for Minnesota bridges declined at the same time travel grew and the inventory of aging bridges increased. Federal funding for bridges declined 26 percent since 1986, and TRIP does not anticipate federal funds to improve because of federal budget constraints and cutbacks made in the 1987 Federal Highway Act. - more - • • • The Road Information Program Add 2 -2 -2 State and local funding for bridges decreased 12 percent between 1983 and 1988, but saw a slight increase in 1989 because of one large, expensive project — the Lake Street Bridge between Minneapolis and St. Paul. Founded in 1971, TRIP is a private, nonprofit organization that researches, evaluates and distributes economic and technical data on highway transportation issues. The Minnesota Transportation Alliance commissioned the study from TRIP. The Alliance is the largest state citizen's group concerned with transportation and dedicated to better and safer surface transportation at all levels of government. # ## The Road Information Program (TRIP) 1200 18th Street, N.W. Washington, D.C. 20036 (202) 466 -6706 MINNESOTA'S DEFICIENT AND OBSOLETE BRIDGES District/ Bridges > 20 ft. Bridges < 20 ft. County Total /# Deficient Total /# Deficient Total /# Def. ( %) District 1 Aitkin 308/ 36 65/ 10 Carlton 139/ 31 49/ 6 Cook 44/ 10 48/ 24 Itasca 175/ 49 57/ 12 Kooching 99/ 28 38/ 4 Lake 94/ 20 46/ 8 Pine 170/ 53 58/ 13 St. Louis 762/166 279/ 47 District Total 1,591/393 640/124 173/ 46 (26.6) 188/ 37 (19.7) 92/ 34 (37.0) 232/ 61 (26.3) 137/ 32 (23.4) 140/ 28 (20.0) 228/ 66 (28.9) 1,041/213 (20.5) 2,231/517 (23.2) • District 2 Beltrami 97/ 25 75/ 22 172/ 47 (27.3) Clearwater 50/ 8 31/ 3 81/ 11 (9.9) Hubbard 39/ 9 15/ 1 54/ 10 (18.5) • Kittson 150/ 36 69/ 10 219/ 46 (21.0) Lk O'Woods 73/ 34 62/ 16 135/ 50 (37.0) Marshall 216/ 76 106/ 23 322/ 99 (30.7) Norman 153/ 39 88/ 7 241/ 46 (19.1) Pennington 50/ 16 61/ 14 111/ 30 (27.0) Polk 255/109 143/ 27 398/136 (34.2) Red Lake 67/ 28 43/ 11 110/ 39 (35.4) Roseau 137/ 31 121/ 16 258/ 47 (18.2) District Total 1,287/411 814/150 2,101/561 (26.7) District 3 Benton 110/ 31 26/ 7 136/ 38 (27.9) Cass 91/ 34 43/ 6 134/ 40 (29.9) Crow Wing 67/ 17 38/ 6 105/ 23 (21.9) Isanti 30/ 10 15/ 4 45/ 14 (31.1) Kanabec 80/ 26 16/ 2 96/ 28 (29.2) Mille Lacs 99/ 12 27/ 11 126/ 23 (18.3) Morrison 1.62/ 48 78/ 23 240/ 71 (29.6) Shelburne 42/ 12 4/ 0 46/ 12 (26.1) Stearns 231/ 40 95/ 8 326/ 48 (14.7) Todd :23/ 52 43/ 16 166/ 68 (41.0) Wadena 76/ 35 11/ 5 87/ 40 (46.0) Wright 79/ 29 37/ 8 116/ 37 (31.9) District Total 1,3 433/ 96 1,623/442 (27.2) III • • • District 5 Anoka 116/ 19 Carver 89/ 24 Hennepin 1,068/259 Scott 67/ 17 District Total 1,340/319 -2- District/ Bridges > 20 ft. Bridges < 20 ft. County Total /# Deficient Total /# Deficient Total /# Def. ( %) District 4 Becker 52/ 15 35/ 5 87/ 20 (23.0) Big Stone 18/ 5 8/ 1 26/ 6 (23.1) Clay 267/ 78 112/ 19 379/ 97 (25.6) Douglas 52/ 10 35/ 5 87/ 15 (17.2) Grant 41/ 16 19/ 2 60/ 18 (30.0) Mahnomen 43/ 8 21/ 1 64/ 9 (14.0) Ottertail 158/ 36 55/ 7 213/ 43 (20.2) Pope 40/ 9 25/ 4 65/ 13 (20.0) Stevens 42/ 3 13/ 3 55/ 6 (10.9) Swift 96/ 27 21/ 0 117/ 27 (23.1) Traverse 118/ 18 49/ 6 167/ 24 (14.4) Wilkin 205/ 63 89/ 19 294/ 82 (27.9) District Total 1,132/288 482/ 72 1,614/360 (22.3) 16/ 8 41/ 8 108/ 6 58/ 13 223/ 35 132/ 27 (20.5) 130/ 32 (24.6) 1,176/265 (22.5) 125/ 30 (24.0) 1,563/354 (22.6) District 6 Dodge 171/ 50 94/ 17 265/ 67 (25.3) Fillmore 380/153 206/ 81 586/234 (39.9) Freeborn 154/ 11 105/ 8 259/ 19 ( 7.3) Goodhue 348/ 98 204/ 33 552/131 (23.7) Houston 170/ 78 75/ 26 245/104 (42.4) Mower 348/117 106/ 24 454/141 (31.1) Olmsted 316/ 86 155/ 28 471/114 (24.2) Rice 150/ 42 56/ 4 206/ 46 (22.3) Steele 131/ 39 49/ 24 180/ 63 (35.0) Wabasha 163/ 59 126/ 36 289/ 95 (32.9) Winona 234/ 67 92/ 22 326/ 89 (27.3) District Total 2,565/800 1,268/303 3,833/1,103 (28.8) -3- District/ Bridges > 20 ft. Bridges < 20 ft. County TotaL /# Deficient Total /# Deficient Total /# Def. ( %) District 7 Blue Earth 195/ 34 59/ 8 254/ 42 (16.5) Brown 117/ 27 57/ 7 174/ 34 (19.5) Cottonwood 152/ 28 88/ 18 240/ 46 (19.2) Faribault 241/ 46 69/ 19 310/ 65 (21.0) Jackson 193/ 57 60/ 24 253/ 81 (32.0) Le Sueur 66/ 18 44/ 1 110/ 19 (17.3) Martin 167/ 28 54/ 1 221/ 29 (13.1) Nicollet 45/ 11 41/ 9 86/ 20 (23.2) Nobles 298/ 62 115/ 26 413/ 88 (21.3) Rock 250/ 97 112/ 30 362/127 (35.1) Sibley 106/ 25 50/ 12 156/ 37 (23.7) Waseca 74/ 15 29/ 4 103/ 19 (18.4) Watonwan 171/ 37 51/ 10 222/ 47 (21.2) District Total 2,075/485 829/169 2,904/654 (22.5) District 8 Chippewa 144/ 42 67/ 7 211/ 49 (23.2) Kandihoyi 92/ 24 53/ 4 145/ 28 (19.3) • Lac'Parle 170/ 53 73/ 30 243/ 83 (34.2) Lincoln 116/ 37 87/ 25 203/ 62 (30.5) Lyon 251/ 63 116/ 25 367/ 88 (24.0) McLeod 73/ 24 43/ 12 116/ 36 (31.0) Meeker 64/ 19 51/ 4 115/ 23 (20.0) Murray 134/ 46 68/ 13 202/ 59 (29.2) Pipestone 170/ 59 104/ 29 274/ 88 (32.1) Redwood 205/ 47 124/ 16 329/ 63 (19.1) Renville 141/ 34 90/ 10 231/ 44 (19.0) Yellow Med 223/ 77 102/ 22 325/ 99 (30.5) District Total 1,783/525 978/197 2,761/722 (26.1) District 9 Chisago 58/ 9 23/ 2 Dakota 212/ 41 74/ 14 Ramsey 427/ 91 14/ 1 Washington 90/ 22 26/ 6 District Total 787/163 137/ 23 81/ 11 (13.6) 286/ 55 (19.2) 441/ 92 (20.9) 116/ 28 (24.1) 924/186 (20.1) STATEWIDE TOTALS 13,750/3,730 5,804/1,169 19,554/4,899 (25.1) • • DEPARTMENT : Natural Resources DATE : February 5, 1990 PHONE : 296 -3572 296 -4822 W . I4 r&tw r►sotn J1111 Wane TO: Rod Sando, Administrator, Real Estate Management John Ernster, Administrator, Engineering Steve Johnson, Coordinator, Mississippi Team Ron Nargang, Director, Waters FROM : Kathleen A. Wallace, Administrator, Metro Region Paul Swenson, Administrator, Trails and Waterwa STATE OF MINNESOTA Office Memorandum SUBJECT : Mill Road Landing on the St. Croix River (aka NSP Access) Project Development Schedule In April, 1989 the Northern States Power (NSP) Company closed a semi - developed, user - defined water access site to the St. Croix River on their property at the Allen S. King Power Plant. Public discontent with the closing forced the Department, NSP, the City of Oak Park Heights and the Minnesota - Wisconsin Boundary Area Commission to address the closing issue. Considerable time and effort was expended in bringing together Northern States Power, the Metropolitan Waste Control Commission (MWCC), the City of Stillwater, the City of Oak Park Heights and the Department to reach an agreement on the development of this site. In November, 1989 a Memorandum of Understanding was signed by all parties outlining in general agreed upon levels of participation, contributions, and responsibilities which will lead to the development of a new St. Croix access on lands currently owned by NSP, MWCC, and the City of Stillwater. This project is highly visible to the public, is critical to departmental efforts in obtaining additional free, public access to the river and involves a number of cooperating agencies who are anxious to complete the project. Therefore it is critical that a clear and timely course of action is identified to ensure that progress on the project is not hampered due to misunderstanding, delay, or inaction. A project timetable, task responsibility list, and a list of people who will be involved with this project and their primary functions is attached. The timetable and tasks have been structured to ensure that the access will be opened in 1991. Please review the project timetable and task responsibility list. If there are barriers to your unit completing tasks on schedule or if tasks or participant lists need to be revised, please discuss with Kathleen or Paul by SF-00006-050M) February 15, 1990. If we don't hear from you, we will assume that schedule and tasks are acceptable. If your staff needs additional information, please contact Alan Robbins - Fenger, project leader, at 612 - 345 -3331. a:179.kaw attachment: Project Timetable Task Responsibility List Project Team List cc: Steve Thorne, Deputy Commissioner Gene Gere, Assistant Commissioner for Administration Larry Shannon, Director, Division of Fish and Wildlife Leo Haseman, Director, Division of Enforcement Bill Morrissey, Director, Division of Parks and Recreation DNR Employees on Project Team (Attachment) Metro Regional Supervisors • • • • FACT SHEET PREPARATION Package preparation Signing and forwarding APPRAISAL PROCESS Fact sheet initial review Appraisers assigned /report Appraisal review Option to purchase Review by Attorney General Conveyance documents readied Public Review Property conveyed HAZARDOUS WASTE REVEW Scope out process /needs Carry out review /determination HUMAN REMAINS REVEW CULTURAL RESOURCE REVIEW Request review Review begun /completed PRIORITY UST - T/W Regional list prepared Statewide 1ist_prepared List sent to Engineer_jna Engineering staff assigned SITE DESIGN/CONSTRUCTION Pre - concept site review Preliminary concepts /review Approved concept plan Project engineer assigned Preliminary plan /review Final plan /review /approval Design specs /pro.iect advertised Bid let /contract awarded Construction begin /proceeds Construction complete MILL ROAD LANDING - PROJECT SCHEDULE LEAD Miss Team Region T/W /Centrl T/W RealE Mgmt /Centrl Eng RealE Mgmt RealE Mgmt RealE Mgmt Attrny Gen Attrny Gen Miss Team /RealE Mgmt ,Attrny Gen /RealE Mgmt ! Miss Team MN PCA /Centrl T/W !Miss Team /Centrl T/W MN Histor Region T/W Centrl T/W Centrl T/W Centrl Eng SITE ACCESS ROAD Discussions with MWCC Miss Team /Centrl Eng_ Private property surveyed Centrl Eng Road location determined Centrl Eng Railroad crossing design /etc. Centrl Ena /Miss Team Highway 95 approach lanes Centrl Eng /Miss Team Road design complete Centrl Eng Cost estimates prelim /final Centrl Eng Cost share determination Centrl T/W Road maintenance agreements Attrny Gen /Centrl T/W Road easement agreements Attrny Gen /Centrl T/W (See also SITE DESIGN /CONSTRUCTION) Centrl Centrl Centrl Centrl Centrl Centrl Centrl Region Region Region T/W /Centrl Eng /Centrl Enq /Centrl Eng Eng /Centrl Eng /Centrl Eng/ Region Bus Eng Eng Eng T/W T/W T/W T/W Bus 1990 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec • • • 1991 Jan Feb Mar Apr May Jun Jul lum T I 71"- 1=- • Page 2 PERMIT APPLICATION _ Cof of En$Ineers____ Initial discussions _ Permit application Permit_review Permit award Waters Initial discussions Permit_appl Permit review Permit award Railroad __Initial discussions Design developed and agreed to Agreement drafted A9reeement signed —MF QT Initial discussion - rr crossin Review of rr crossing__agreement __Initial discussion - turn lanes Turn lane design /approval MISCELLANEOUS Keep participants informed Miss Team Region T/W Centrl T/W RealE Mgmt Attrny Gen MN PCA Region Eng Centrl Eng Region Bus Corps Waters Railroad MN DOT MN Histor Abbreviations of Lead Organizations .o • Mill Road Landing • Project Schedule Miss Team Miss Team /Centrl T /II Corns Corps Miss Team Miss Team /Centrl T/W Waters Waters Miss Team /Centrl Ent] Centrl Eng /Railroad Attrny Gen /Miss Team Miss Team Miss Team MN DOT Miss Team /Centrl Eng Centrl Eng /MN DOT 1 Miss Team Mississippi Team Region 6 Trails and Waterways Central Otfire Trails and Waterwa y Real Estate Management Attorney General's Office Minnesota Pollution Control Agency Region 6 Engineering Central Office Engineering Region 6 Business Office U.S. Army Corps of Engineers DNR Division of Waters Chicago Northwestern Transportation Company Minnesota Department of Transportation Minnesota Historical Society NOTE: The designation of a lead organization(s) in the chart implies that the work /responsibility for that particular task rests with the designated lead. • 1990 1991 Jan Feb Mar Apr May Jun Jul Aug Sep Oct. Nov Dec Jan Feb Mar Apr May Jun Jul -111111111111 February 13, 1990 February 23, 1990 Ray 1R 1 4q n June 15, 1999 June 22, 1990 July 30, 1990 July 10, 1990 July 15, 1990 October 15, 1990 December 15, 1990 March 15, 1991 April 15, 1991 July 1, 1991 1111111' -1111111111 CRITICAL DATES Fact Sheet submitted to Real Estate Management Appraisers assigned to project Appraisal reports complete Appraisal report review complete Option to purchase property tendered Property conveyed Pre - concept on -site meeting complete Preliminary concept design work begun Preliminary plan work begun Final plan approved Final date for acceptance of bids Begin construction Construction complete 29 -Jan 16:10 Mill Road Landing on the St. Croix • CT SHEET * Fact Sheet preparation -- necessary components * Landowner Bill of Rights - -NSP, MWCC, City of Stillwater - -Which are necessary - -can MOU suffice for LBoR ?? * Complete Fact Sheet form * Complete Project Proposal form * Complete project, project, Cover letter that highlights importance of public promises made, outlines background of other pertinent info using bullet points * Include copies of deeds from property impacted - -NSP, MWCC, City of Stillwater - -and if needed Chicago- Northwestern, Harvieux property, Prison railroad spur line * If Harvieux property to be-acquired, copy of contract for deed and copy of underlying title to property and copy of death certificate of Norman Fish, spouse of Irma who is title holder * Ask that full appraisal be done on Stillwater property only, with a "Determination of Value" instruction given to appraiser to determine value of adjacent MWCC property (rather than doing a full blown appraisal) * Include any copies of existing property surveys * Include aerial photo of site * Prior to final compilation of fact sheet materials call meeting of Johnson, Wallace, Robbins - Fenger, and Hanson, Kartak, Irons, and Bloemendal to review the components, methods and rational for presenting the info stated above in the fact sheet * Completed fact sheet packaged to be checked over by Bloemendal- Region 6 Realty, Barber - Region 6 T /W, and possibly Dick Smith -Maps Engineering * Fact sheet package signed by Wallace, Barber, Robbins - Fenger, Bloemendal and forwarded to Markell and Swenson for approval and signature * All approvals and signatures complete -fact sheet package forwarded` to Real Estate Management • * Note: make one copy of fact sheet for Miss Team files .MTeam Page 1 LEAD . MTeam . MTeam . MTeam .MTeam . MTeam RegRealE .MTeam RegRealE . MTeam RegRealE . MTeam .MTeam .MTeam .RegRealE RegT /W .MTeam RegRealE .MTeam 29 -Jan 16 :10 Mill Road Landing on the St. Croix * Fact Sheet package reviewed by Irons; legal descriptions .CenRealE reviewed by Engineering; Irons forwards to Kartak to request appraiser(s) to be assigned Page 2 29 -Jan 16:12 Mill Road Landing on the St. Croix 410PRAISAL PROCESS LEAD * Since NSP property is a donation no appraisal is needed unless the State needs a certified value figure on the property -- otherwise all that is needed is: 1) Cultural resource review and 2) Hazardous waste survey * Cultural resources review has to be completed before the appraisal process ends and before conveyance of any properties occurs * Negotiator assigned by Real Estate Management is Shawn .CenRealE Irons * Fact Sheet package reviewed by Irons; legal descriptions .CenRealE reviewed by Engineering; Irons forwards to Kartak to request appraiser(s) to be assigned * Daily assigns appraiser(s) .CenRealE * Appraiser(s) complete appraisal process and submit reports .CenRealE * Appraisers' report reviewed and accepte d by Real Estate .CenRealE Mgmt. • * Option agreement to sell at specified price signed by .CenRealE Stillwater * Option reviewed by Attorney General's office and approved .AttGen * Account sequence numbers established by Financial .CenRealE Management * Abstract submitted by Stillwater with Attorney General's .CenRealE office to examine * Stillwater clears property title if necessary after AG's .CenT /W review * Public notice of election to purchase issued by Real Estate .CenT /W Management MTeam * Attorney General prepares conveyance document .AttGen * Conveyance documents prepared for MWCC property and NSP .AttGen property by Attorney General's office * Real Estate Mgmt signs -off on project clearing way for .CenRealE conveyance document signing by Stillwater, NSP and MWCC • * Meeting for signing of conveyance document and cooperative .MTeam agreement set -up with all parties -NSP, MWCC, Stillwater, Page 1 29 -Jan 16:12 Mill Road Landing on the St. Croix Oak Park Heights ?? * Signing complete, conveyance documents recorded * Invoice requested by AG's office * Appraisal and acquisition process complete Page 2 .AttGen .AttGen * Invoice prepared by Real Estate Management and submitted to .CenRealE Financial Managemen, * Invoice submitted to Department of Finance for state .FinMgmt warrant drafting; warrant drafted * Payment sent to Stillwater by AG's office .AttGen • • 29 -Jan 16:13 Mill Road Landing on the St. Croix eIORITY LIST LEAD • • * Ask Larry Peterson for rough cost estimates for entire .MTeam project -- needed for FY91 priority list * Site must be placed on the FY91 development priority list .MTeam by Region 6 as #1 to insure design priority and RegT /W funding - -list to be asked for by Central T/W around end of January * Statewide FY91 development priority list to be finalized by .MTeam mid- February, 1990 -- project must receive high placement CenT /W Page 1 29 -Jan 16:15 Mill Road Landing on the St. Croix CULTURAL RESOURCES /HUMAN REMAINS REVIEW LEAD * Cultural resources review has to be completed before the appraisal process ends and before conveyance of any properties occurs * T/W contracts with the Historical Society to provide a .CenT /W cultural resources review - -Pat Emerson is contact person MTeam * Central office T/W Formally notifies Historical Society of .CenT /W need for resource raview * Information needed Dy Historical Society is basically the .MTeam fact sheet package, topographic survey, concept and or CenT /W preliminary plans ii order to begin field review * Cultural resources review completed, report written and .Hist submitted to T/W * Modifications made :o concept or preliminary plans as necessary Page 1 * Cultural resources review has to be completed before the appraisal process ends and before conveyance of any properties occurs .Engin CenT /W • • • 29 -Jan 16:14 Mill Road Landing on the St. Croix • • 0 AZARDOUS WASTE SURVEY LEAD * Procedure to conduct a hazardous waste survey has not been .MTeam done before by T/W according to Steward for water access * A course of action and development of a plan for the .MTeam hazardous waste survey is needed * Pollution Control Agency assistance needed; T/W responsible .MTeam for getting survey done /PCA "clearance" Page 1 29 -Jan 16:12 Mill Road Landing on the St. Croix SITE DESIGN /CONSTRUCTION LEAD * MNDOT provides advise on necessity of turn lanes and .Engin suggests possible design solutions and recommendations on MTeam location of access -oad intersection MNDOT * Landscape Architect must be assigned to project and site review and pre - concept meeting arranged .Engin MTeam * Engineering requested to complete site topographic survey .CenT /W ASAP after pre - concept meeting MTeam * Road design and specs made part of overall site design .Engin development and include in pre- concept meeting and review * Site topographic survey completed and preliminary concepts .Engin drafted by Landscape Architect * Landscape Architect incorporates all comments /concerns .Engin indentified in negotiations with Chicago - Norwestern, MNDOT, MTeam and MWCC relating to access road when developing preliminary concept plans * Preliminary concepts circulated for internal review and .CenT /W comment -- comment conpiled by Steward, T/W and forwarded to Engin Liska, Engineering * Preferred prelim concept chosen .CenT /W * Requested changes made, preliminary concept signed by Liska .Engin * Preliminary concept plan with changes reviewed by T /W, if .CenT /W acceptable signed by Markell * Approved preliminary concept plan circulated to MNDOT and .MTeam Chicago - Northwestern for informative and /or comment purposes * Approved preliminary concept plan made available to Oak .MTeam Park Heights and NSF' for comment * Comments from external review compiled and forwarded to .MTeam Landscape Architect * Project Engineer assigned-- preferred plan developed .Engin * Preferred plan circulated internally for review and .Engin comment -- comments ccmpiled CenT /W * Preferred plan modified to address comments if necessary .Engin * Final plan developer . Engin Page 1 • • 29 -Jan 16:12 Mill Road Landing on the St. Croix * Comments on final plan requested; final plan modified if necessary * Design specifications and bid forms drawn up * Regional Business manager receives plans & specs; places advertisements for bids * Regional business manager reviews bids; awards contract to approved low bidder * Request to Central office T/W to encumber money to finance project * Funding set -up; monies encumbered * Regional business manager collects bond /insurance; processes contract; sends notice to proceed * Pre - construction meeting with contractor arranged and held * Construction begins; work progress supervised • • Page 2 . Engin CenT /W .Engin .RegBusi . RegBusi .RegT /W . CenT /W .RegBusi .RegEngin . RegEngin 29 -Jan 16:13 Mill Road Landing on the St. Croix ACCESS ROAD * Property line survey requested for Harvieux property * Survey completed, prelim location of road feasibility determined LEAD . CenT /W . Engin * Private property acquisition if necessary determined from .MTeam survey * Determination of owiership of rr spur to prison if needed .MTeam to accomodate road location * Consultation with MnICC on road design, location, cost .MTeam RegEng * Road design and spe :s made part of overall site design development and include in pre- concept meeting and review . Engin * Road easement agreements drafted and reviewed with MWCC, .AttGen NSP, and Sunnyside ?? MTeam * Road easement agreements signed and recorded ..AttGen * Determination of cost share for access road for road .CenT /W development, rr crossing, Highway 95 improvements between Engin DNR, MWCC, MNDOT?? and Sunnyside ?? MTeam * Landscape Architect incorporates all comments /concerns .Engin indentified in negotiations with Chicago - Norwestern, MNDOT, MTeam and MWCC relating tD access road when developing preliminary concept plans * Cost estimates for the crossing are developed and included .Engin in road development costs Rai1R * MNDOT provides advise on necessity of turn lanes and .Engin suggests possible design solutions and recommendations on MTeam location of access road intersection MNDOT * Road maintenance agreement has to be developed with MWCC .MTeam Page 1 • 29 -Jan 16:13 Mill Road Landing on the St. Croix CROSSING LEAD * Consultation with MNDOT Grade Crossings and Regulatory .MTeam Affairs on plans for rr crossing * MNDOT has standards to be followed to determine what type of rr crossing marking, control and width is necessary * Chicago - Norwestern must be consulted to determine their .MTeam requirements for crossing * Existing crossing must be closed if new one is built * Responsibilites for the crossing concept design - -DNR or RR .Engin * Design for crossing is negogiated and developed .MTeam * If DNR and RR can not come to agreement on the design, etc. a contested case hearing may be requested * DNR and Chicago - Norwestern enter into written agreement on .MTeam the crossing design and construction - -no formal application AttGen form - Engin * Conditions of agreement are dictated by MNDOT engineering • standards for rr crossings and DNR and RR policy * Crossing agreement is reviewed by MNDOT to determine if it .MNDOT meets engineering standards for rr crossings • * MNDOT reviews agreement; grants approval as it stands if no .MNDOT changes are needed or grants approval contingent upon making specified changes * Cost estimates for the crossing are developed and included .Engin in road development costs RailR Page 1 Jan 16:14 Mill Road Landing on the St. Croix. 3HWAY 95 LEAD * Discussions with MNDOT must occur regarding development of .MTeam highway turning lanes Engin * Landscape Architect incorporates MNDOT comments into .Engin development of preliminary concept plan * Project engineer incorporates turning lane design .Engin specifications in final plan * Determination of cost share fcr access road for road .CenT /W development, rr crossing, Highway 95 improvements between Engin DNR, MWCC, MNDOT?? and Sunnyside ?? MTeam Page 1 29 -Jan 1 11E * CoE permit will be required to work in a protected wetland * CoE permit may be necessaryy for placement of the ramp and any associated dredging -- depends on the volume of material dredged or filled to get the ramp in * If filling of the wetland is necessary, it may be probable that some wetland restoration may have to take place elsewhere - -a possible arrangement could be made with NSP to accomplish this on their property in conjunction with their wildlife restoration plan * CoE permit coordination work should begin immediately .MTeam through informal discussions with regulatory personnel * Permit applications should be applied for as soon as an .MTeam approved concept plan has been completed DOW LEAD * Immediate discussions with Waters should begin to determine .MTeam rules to be followed regarding Lower St. Croix Wild and Scenic River regulations and for work in public waters * Required permits from Waters should be identified and .MTeam applied for as soon as an approved concept plan has been completed RR LEAD * Conditions of agreement are dictated by MNDOT engineering standards for rr crossings and DNR and RR policy * Crossing agreement is reviewed by MNDOT to determine if it .MNDOT meets engineering standards for rr crossings * If DNR and RR can not come to agreement on the design, etc. a contested case hearing may be requested * MNDOT has standards to be followed to determine what type of rr crossing marking, control and width is necessary MNDOT LEAD * Submittal of final plans to MNDOT for approval of rr .MTeam crossing * MNDOT has standards to be followed to determine what type of rr crossing marking, control and width is necessary Page 1 Mill Road Landing on the St. Croix LEAD 29 -Jan 16 :10 Mill Road Landing on the St. Croix. * Crossing agreement is reviewed by MNDOT to determine if it .MNDOT meets engineering standards for rr crossings * MNDOT reviews agreement; grants approval as it stands if no .MNDOT changes are needed or grants approval contingent upon making specified changes * Landscape Architect incorporates MNDOT comments into .Engin development of preliminary concept plan * MNDOT provides advise on necessity of turn lanes and .Engin suggests possible design solutions and recommendations on MTeam location of access roaJ intersection MNDOT Page 2 • • People Currently Involved with This Project and Who May Be Primarily Responsible for Completion of Tasks within Their Respective Divisions /Units: Name Phone Agency Involvement Shawn Irons 296 -0627 DNR -Real Estate Mgmt Fact Sheets /appraisals Denis Dailey 297 -1657 DNR -Real Estate Mgmt Appraisals Larry Peterson 296 -0603 DNR- Engineering Central Site and road design Bruce Spector 296 -0696 Attorney General Conveyance, legal review John Steward 296 -0741 DNR - Trails /Waterways Fact sheet, plan reviews Dick Smith 296 -0601 DNR - Engineering Central Legal descrip review Bruce Shepperd 296 -5278 DNR - Engineering Central Property /topog surveys Jim Bloemendal 296 -3572 DNR - Engineering Central Fact Sheet prep Molly Shodeen 296 -7523 DNR- Region 6 Waters Permits Alan Robbins- 345 -3331 DNR- Mississippi Team Project coordination Fenger George Nick 221 -9321 CNW Railroad Railroad crossing Ron Mattson 296 -0359 MN DOT Railroad crossing Tim Keegan 229 -2174 Metro Waste Control Access road Dave Schultz 779 -3181 Northern States Power Property conveyance Tom Thomsen NSP Allen S. King plant manager Property conveyance Wally Abrahamson Mayor, City of Stillwater Property conveyance Frank Somerfeldt Mayor, City of Oak Park Heights Mary La Plante 779 -1121 MN DOT Highway 95 access • Shawn Irons 296 -0627 DNR -Real Estate Mgmt Fact Sheets /appraisals Denis Dailey 297 -1657 DNR -Real Estate Mgmt Appraisals Larry Peterson 296 -0603 DNR- Engineering Central Site and road design Bruce Spector 296 -0696 Attorney General Conveyance, legal review John Steward 296 -0741 DNR - Trails /Waterways Fact sheet, plan reviews Dick Smith 296 -0601 DNR- Engineering Central Legal descrip review Bruce Shepperd 296 -5278 DNR- Engineering Central Property /topog surveys Jim Bloemendal 296 -3572 DNR- Engineering Central Fact Sheet prep Molly Shodeen 296 -7523 DNR- Region 6 Waters Permits Alan Robbins- 345 -3331 DNR- Mississippi Team Project coordination Fenger George Nick 221 -9321 CNW Railroad Railroad crossing Ron Mattson 296 -0359 MN DOT Railroad crossing Tim Keegan 229 -2174 Metro Waste Control Access road Dave Schultz 779 -3181 Northern States Power Property conveyance Tom Thomsen NSP Allen S. King plant manager Property conveyance • Wally Abrahamson Mayor, City of Stillwater Property conveyance Frank Somerfeldt Mayor, City of Oak Park Heights Mary La Plante 779 -1121 MN DOT Highway 95 access • People Currently Involved with This Project and Who May Be Primarily Responsible for Completion of Tasks within Their Respective Divisions /Units: Name Phone Agency Involvement 1 • • • ALBERT E. RANUM KARL M. RANUM ERIC J. RANUM Stillwater City Council 216 North Fourth Street Stillwater, Minnesota 55082 Re: Extension of Variance Planning Case #V/89 -32 Billy Jo Elliot - Owner Dear Councilpersons: RANUM LAW OFFICES, P.A. 104 NORTH MAIN STREET STILLWATER, MINNESOTA 55082 February 14, 1990 TELEPHONE (612) 439 -4143 Please be advised that I have been retained to represent the interests of Billy Jo Elliot, owner of real property located at 1010 North Fourth Street in the City of Stillwater, Minnesota. Mr. Elliott was granted a variance for construction by the Stillwater City Council on July 11, 1989. A particualr condition of the grant of variance was that the structure would be sided or painted all one color within six months of the issuance of the building permit._ The building permit for this construct- ion was also issued in July, 1989. As a result of what I consider to be -the malfeasance of and a contractual breach by the contractor, the construction is several months behind schedule and at this moment is in fact stalled. My client has disbursed a considerable amount of funds that appear to have been diverted from project and might well be beyond recovery. The merits of a civil action against the contractor are being actively evaluated. Since the intent of my client is to use this property for his homestead resi- dence, his greatest priority is to complete the construction and render the property fit for occupancy. To that end we have contracted with another contractor and construction will resume prior to the end of this month. I have as yet received no projected schedule of construction, but have requested that document from the contractor. I am preparing this letter on behalf of my client to request an extension of condition No. Two of the variance granted July 11, 1989. I suggest an extension for an additional five months from the date of hearing this request. Siding on the largest face of the structure has already been completed and I am confident that the remaining work necessary to achieve compliance with this condition can be completed within the requested period of time. Please direct that notice of your position on this request be sent directly to my attention at this office. Additionally, if you require any further information or any personal appearance pursuant to this request, please do not hesitate to contact me immediately. Very truly yours, Karl M. Ranum Attorney for Billy Jo Elliot 1 1 STATE OF MINNESOTA CITY OF STILLWATER In the matter of Planninc Case No. V/89 -32 REQUEST BY: Billy Jo Elliott Owner 6548.5 CITY COUNCIL VARIANCE PROCEEDINGS ORDER GRANTING VARIANCE The above entitled matter came on to be heard before the City Council for the City of Stillwater on the 11th day of July , 1989, on a request for a variance pursuant to the City Code for the following described property: 4k 45 Lot 1, being the North 50 feet, Block 1, Staples and Mays Addition. Purpose: Variance to the sideyard and rearyard setback requirements for the construction of a bedroom addition. Upon motion made and duly approved by the requisite.majority of the City Council, it is ordered that a variance be granted upon the following conditions: (If no conditions, state "None ". 1. Run off from the roof shall remain on -site or flow to the street. 2. The stucture shall be sided or painted in one color within six months of issualce of the building permit. 3. The yard shall' a cleaned up. 4. The site shall )e inspected for gas tanks, and if located, roved according to PC standards. • • o Dated this /, ' day of V(: , 19c. / Mayor 1 / 1) �.�� L i/ • 1 1 • • THE BIRTHPLACE OF MINNESOTA TO: MAYOR AND CITY COUNCIL FROM: HERITAGE PRESERVATION COMMISSION DATE: FEBRUARY 14, 1990 SUBJECT: CHURCH LOCATED AT 500 SOUTH FOURTH STREET. The Heritage Preservation Commission is concerned about the future of the Old Baptist Church on the Southwest corner of Pine and Fourth Streets. It has come to our attention that the owners of the structure have been issued a Nuisance Abatement Order by the City of Stillwater. We realize the church has remained vacant and unoccupied since the fire in October of 1988 leaving it in a dangerous and hazardous state. The church is an important structure to the character of the neighborhood. It's future should be carefully reviewed. Historical research on the structure indicates the church was built in 1891 as the First Baptist Church. Interesting architectural features of the structure include the detailed siding and the crosses mounted on the building, which consist of Celtic crosses derived from Scottish ancestry and another Maltese cross. If the City Council needs additional historical material on the building, please do not hesitate to ask. The Heritage Preservation Commission is a valuable resource on the history of Stillwater. The Commission is beginning a City wide survey which will, in time, identify all historically significant structures. This will be a useful tool when cases such as this arise. CITY HALL: 216 NORTH FOURTH STILLWATER, MINNESOTA 55082 PHONE: 612-439 -6121 1 • February 20, 1990 Mr. David T. Magnuson Attorney At Law Suite 260 The Grand Garage & Gallery 324 South Main Street Stillwater, MN 55082 Dear Dave, WASHINGTON COUNTY PUBLIC WORKS DEPARTMENT FACILITIES DIVISION GOVERNMENT CENTER 14900 61ST STREET NORTH, P.O. BOX 6 • STILLWATER, MINNESOTA 55082-0006 612/779 -5196 Washington County does not discriminate on the basis of race, color, national origin, sex, religion, age and handicapped status in employment or the provision of services. Lyle C. Doerr Facilities Manager With regard to the EAW for the proposed Law Enforcement Center and concurrent activities relating to the County's expansion planning, I • would assure you that the County Board of Commissioners fully intends to work closely with the City of Stillwater to insure that the work being contemplated over the next several years will continue to reflect the highest standards of planning and design as well as the prevailing regulations and ordinances. In addition to the EAW process, which attempts to identify broad areas of interest or concern on the part of a multitude of agencies, preparations are being made to submit an application to the City of Stillwater, for consideration of an amendment to the existing PUD permit as it relates to parking for the Government Center Expansion Project now underway. As a part of this submittal, we will be presenting the results of an additional traffic study completed by Benshoof and Associates, which goes well beyond the scope of the EAW data, as well as the concept for the master site planning and the preliminary concept for the Law Enforcement Center and Courts expansion. The neighborhood issues which concern all of us are being addressed throughout the planning process and will continue to be reflected in the documentation which will be submitted to the City of Stillwater, with the current application as well as all future work which might evolve. 1 7 EAW continued... There have already been several meetings held with the City staff and our architect, for the purpose of reviewing and discussing the issues under consideration and these sessions have resulted in a good understanding of the waole range of details which are to be addressed and documented. As the planning process evolves, we will also be providing informational data to the City of Oak Park Heights, in order that they might be kept fully appraised of the status of these activities. Again, let me assure you that we fully intend to continue our efforts to work together with the City and the City staff in order to insure that all issues are properly addressed. Yours Very Truly, Lyle C. Doerr Facilities Manager cc: Nile Kriesel Steve Russell Bob Turrentine Fred Shank • • • • Richard C. Ilkka Dear Bob: DAVID T. MAGNUSON ATTORNEY AT LAW SUITE #260 THE GRAND GARAGE & GALLERY 324 SOUTH MAIN STREET STILLWATER, MINNESOTA 55082 (612) 439 -9464 February 14, 1990 Howard R. Turrentine, Esq. Assistant County Attorney Washington County Government Center 14900 -61st Street North Stillwater, MN 55082 Re: Government Center Environmental Assessment Worksheet Thank you for your letter of February 9, 1990. I discussed the letter with Steve Russell and Nile Kriesel of the City staff and we have concluded that the City Council must make the decision for the City, not the staff. We will bring this to the attention of the City Council at their regular meeting on the 20th of February. This is unfortunate since that appears to be the last day of the comment period. As a staff, we think that the Council's concern will center around the impact on the neighborhood of light and noise, as well as the traffic and parking impacts. The EAW does not address such things as landscaping, screening and buffering and of course, the City Council promised the neighborhood that they would be scrutinizing these impacts and insuring that the impacts would be mitigated insofar as reasonably possible. It would be helpful if you could secure these assurances and have some sort of writing available for us to take to the City Council meeting on the 20th. Thanks for your help. DTM:kn c: Nile L. Kriesel Steve Russell Very truly yours, DAVID T. MAGNUSON David T. Magnuson • • Richard C. Ilkka Mr. Harold Teasdale Teasdale & Associates, Ltd. 4530 Excelsior Boulevard Minneapolis, MN 55416 Re: Cottages of Stillwater Dear Harold: regard to these allegations. Thank you very much. DAVID T. MAGNUSON ATTORNEY AT LAW SUITE #260 THE GRAND GARAGE & GALLERY 324 SOUTH MAIN STREET STILLWATER, MINNESOTA 55082 (612) 439 -9464 February 15, 1990 I enclose a copy of a letter that was sent to the Stillwater City Council. It would be helpful to the City Council if you could provide an explanation of your side of this story since the Council takes very seriously citizen complaints of this kind. . Please prepare a written report for the Mayor and Council with Very truly yours, DAVID T. MAGNUSON DTM :kn Enclosure c: Nile Kriesel, City Coordinator Wally Abrahamson, Mayor C/ Stillwater City Council _ David T. Magnuson Stillwater City Attorney � (, ; � ,c � � � s�--c . � �� y'.�✓ . „,e'6re. c- 7 r h / -,e �� 1 Gc 62--6 er g[. "--ee � v v &G-4 a .g�L.c- -c-- -E -L- 1 " • (J de-7C/ z"Zi( .... e..., _. 62--;--z__, i ,cr.-6?-:,(-z6e._., 6 -- 1 e I 7 - - - - — - Li -,-( -e-A----- ,-- L. ( / / cr ‘ .-- :____ ,fr 19,..--e" - , __...- _./__ „,..ec.,- ..2 6 - f - - 2 . _,-, -,-.. ,:. ,,,,. , -.‘ I t : , L (... L 4 c (:,,,,' , ' / - C7 ) I I 1 c-. e< 7` -■ / Q • / / /a ,Ce -e, 72: el 4 ,- f • cY 6 A • AGENDA CITY OF OAK PARK HEIGHTS MONDAY, FEBRUARY 12, 1990 -- 7:00 P.M. I. Call to Order II. Bids for Legal Publication III. Visitors IV. Old Business Brekke Entrance Road V. Review Minutes - January 8th & 22nd VI. New Business Resolution Adopting Concept Plan - Utilities #36 Motion Scheduling Public Hearing 3/19 on above Cleaning Bids Open House Date Brekke Park Backstop Upgrade /Fence Quotes Cable TV 2 Park Commission Reappointments Change Orders #10 & #11 Recycling Containers Heritage Request NWAC - Osgood Avenue Fire Protection Agreement VII. Departmental Reports O'Neal - Administration Doerr - Streets Kern - Utilities Seggelke - Parks Sommerfeldt - Police VIII. Bills Presented for Approval & Treasurer's Report IX. Correspondence Presented League of Minnesota Washington County Health Dept. Metropolitan Council • An NSP publication for Ramsey /Washington Counties Report to address resource recovery issues You're reading the first issue of Resource Recovery Report, an NSP publication for the Ramsey/Washington County Resource Recovery Project. This quarterly publica- tion is designed to provide performance data and updates on the Newport facility, and inform local decision makers about waste -to- energy issues. Your comments are welcome. Please di- rect them to Cheryl Hatfield, 337 -2116. (This publication is printed on recycled pa- per.) 1989 Highlights • New flail mills, installed in August, have prompted a significant increase in equip- ment availability and processing rates at the Newport facility. • October was an all -time record month for processing municipal solid waste. There were 15 days when the Ramsey/Washing- ton facility processed in excess of 1,000 tons. • NSP has installed $2 million worth of capi- tal improvements this year at the Ramsey/ Washington facility. • The plant has made significant strides in reducing the amount of material going to landfills. In October, only 38.6% of the MSW that was delivered to Newport was shipped to the landfill as residue, excess waste or ferrous. NSP currently is propos- ing additional landfill abatement measures to the counties. • R ESOURCE ECOVERY EPORT Facility meeting processing commitments • Contract MSW delivered: • Actual MSW processed: • Contract MSW processed ( based on adjustments for moisture content and nonprocessible materials): • RDF yield (percentage of waste processed into fuel): Winter 1990 NSP contracted with Ramsey and Washington counties on Dec. 7, 1984, to construct and operate a resource recovery facility. That facility went into commer- cial operation in July 1987. In 1987, the Ramsey/Washington Resource Recovery Facility processed 102,000 tons of Municipal Solid Waste (MSW) during six months of commercial operation. In 1988, it processed 259,000 tons of MSW. Through November 1989, the facility had processed 290,785 tons of municipal solid waste — a figure that exceeds NSP's contractual commitments for the year to date. Each quarter, the Resource RecoveryReportwill provide data to help you assess the performance of the Newport facility. Performance data will be presented in the following terms: Through November 19 344,144 tons 248,102 tons 290,785 tons 68.2% In 1990, the elimination of yard waste deliveries to Newport will reduce delivered tonnage amounts and significantly increase the percentage of waste processed into RDF. 2 A brief history of the Newport facility The Ramsey /Washing- ton Resource Recovery Facility is designed to reduce the amount of MSW going to landfills by processing it into a useable refuse derived fuel (RDF) for combus- tion in certain NSP gen- erating plants. 1984 N 5P signs 20 year agreement with Rimsey and Wash- ington counties to build and operate a resource recovery fa ility Typical RDF Process Line Engineering begins The RDF process re- moves ferrous and non- combustible items from trash, then shreds it into a fluffy product to be M F=RED WIN : AND WILMn111H PLANTS IM I ^� EA DS POSED tr�M Ci SIGarz, 2 IAHCFlLLS ~ burned in modified ex- u uu isting boilers. The RDF process differs from the mass burn process employed by some counties. Mass bairn facilities incinerate all refuse as it comes from haulers, sorting only to eliminate large non - combustible items. Pound or pound, RDF has a higher heat content than mass burn refuse. Here is a brief explanation how municipal solid waste is turned into RDF at Newport. Garbage from Ramsey and Washingtcn counties is delivered six days a week — 250 truckloads on weekdays and 40 de- liveries on Saturdays. After trucks are identified and weigh they proceed to a large tipping floor inside the building where they drop their 1985 CLASSIFIER Construction begins What happens to the counties' waste? 1986 load. Material is in- spected for non- proces- sibles as it is pushed by front end loaders to two infeed conveyors. The conveyors take MSW to a flail mill, which breaks up bags of gar- bage and reduces their contents to Tess than eight inches in size. Waste then is sent along another conveyor to a large magnetic separa- tor, which removes most metals, or ferrous. NSP currently is seeking markets for ferrous. Remaining waste drops onto a primary disc screen. Lighter material is blown out through an air classifier to a secondary shredder that renders material into suitable RDF. Heavier material drops onto a secondary disc screen, where a similar process occurs. Any material that falls through the secondary disc screen drops onto a con- veyor for removal to the county landfill. NSP is investigat- ing the installation of an automated glass and non - ferrous recovery system on residue lines. RDF proceeds into a compactor for removal by a transfer trailer to NSP power plants in Red Wing or Mankato. • Constribn startup testin First load municipa waste del to facility • • Atte, begins olid tired • 1987 Plant achieves com- mercial designation Accep ance tests conducted 1988 I - NSP makes ongoing improvements while processing waste under contract and delivering RDF to NSP generating plants Where does it go after it leaves Newport? Fifty to 60 semi - trailer trucks a day transport RDF from Newport to NSP generating plants in Red Wing and Mankato. The former coal -fired plants were converted to burn RDF during modification projects in 1986 -1987. The Red Wing facility serves as the primary combustion source for Newport RDF. NSP's Wilmarth plant in Mankato is a backup to both Newport and a new processing facility in Elk River. NSP will spend almost $7 million in the next year to install a baghouse and scrubbers at Wilmarth. Each plant contains two operating units with the capacity to burn in excess of 700 tons of RDF in a 24 -hour period, and the capability to generate up to 24 megawatts of electricity — enough energy to serve approximately 24,000 typical homes. RDF is delivered to receiving buildings at the respective Red Wing Generating Plant 1989 Flail mills upgraded Plant achieves record processing month plants. The fuel then is carried on conveyors to the modified boilers, which produce steam to turn the turbines. NSP initially purchased a fleet of 53 transfer trailers to deliver RDF from Newport. The company recently obtained 21 additional trailers at a cost of $900,000. The additional trailers will improve Newport's ability to store RDF for shipment to the combustion plants during evenings and weekends when haulers are not delivering MSW. Some trailers are equipped with hydraulic equipment to push out the Toad. Others are equipped with "walking floors" — floors with slats that operate in opposite directions to move the Toad. NSP will obtain additional trailers if the landfill abatement agreement (see page 4) is extended. • Wilmarth Generating Plant 3 Resource Recovery Report Northern States Power Co. 414 Nicollet Mall Minneapolis, MN 55401 Flail mill replacement boosts production in August, the Ramsey /Washington Resource Recovery Facility replaced its flail mills with 1,000- horsepower pri- mary shredders. The new shredders render MSW into a smaller size, which improves fbw through the magnetic separator and secondary shredders. As a result, the Newport RDF combustion significantly reduces the volume of municipal solid waste. The combusted RDF is reduced to 9 - 14 percent (by weight) ash, which is disposed of in specially- designed landfills. At Red Wing, where most of the RDF from Ramsey and Washington coun- ties is burned, NSP has developed an ash disposal site adjacent to the mu- nicipal landfill. The ash landfill, located on 10 acres of land in Goodhue County, 4 facility has achieved significant gains in the amount of MSW that it processes each month. Increased shredding also produces a smaller, higher quality RDF product that has improved combustion plant availability and burn rates. • NSP recently completed a $300,000 project to increase the capacity of its Red Wing ash landfill. Ash disposed of in special landfills was constructed with a triple layer of groundwater protection, including a clay and high- density polyethylene liner, leachate collection system, and well monitoring device. In 1989, NSP in- creased the capacity of its Red Wing ash landfill at a cost of $300,000. NSP plans to develop the same type of landfill in Blue Earth County at a cost of $1.1 million to dispose of ash from the Wilmarth plant. Construction is slated for 1990. • New primary shredders have improved the performance of the Ramsey/Washington facil- ity. NSP, counties sign landfill abatement agreement NSP and the counties have struck an agreement that will further reduce the amount of waste going to landfills by providing incentives for NSP to process and burn as much RDF as possible. Under terms of the landfill abatement agreement, NSP will receive additional compensation for amounts of waste processed beyond its performance guar- antees. The additional compensation represents a portion of the savings the counties will realize through avoided landfill costs. The current agreement will remain in place through Dec. 31, 1990. At that time, the counties will evaluate per- formance under the agreement and Aft determine whether to extend it beyond 1990. • February 16, 1990 Metropolitan Waste Control Commission Mears Park Centre, 230 East Fifth Street, St. Paul, Minnesota 55101 612 222 -8423 To Municipal Users of the Metropolitan Waste Control Commission's System: The Metropolitan Waste Control Commission (MWCC) has scheduled pre- budget breakfast meetings for elected officials and staff of municipalities who are users of the MWCC system. This meeting is to seek input from you prior to establishing the MWCC's 1991 Draft Budget. Three March meetings have been scheduled in various locations around the metro area. We hope that you will be able to attend one of the scheduled meetings. Meeting dates and locations are: March 9 - 7:30 -9:00 a.m. - Ramada Inn I -94 and White Bear Ave. St. Paul (reservations due by March 6) March 12 - 7:30 -9:00 a.m. - Sheraton Northwest I -94 and Co. Rd. 81 (exit #31) Brooklyn Park (reservations due by March 9) March 16 - 7:30 -9:00 a.m. - Radisson South 7800 Normandale Blvd. Hwy 100 near Hwy 494 Bloomington (reservations due by March 13) In mid -to -late May the MWCC will schedule budget breakfast meetings to present the 1991 MWCC Draft Budget. Comments from both the March and May meetings will be taken into consideration in drafting the the 1991 MWCC Operating and Capital Budget. This budget is presently scheduled for a public hearing at the MWCC Board Meeting on June 19, 1990. The operating and capital budgets for 1991 are scheduled to appear for approval on the July 17, 1990 meeting agenda of the MWCC Board of Commissioners. To place your reservation for a pre- budget breakfast meeting, call Larry Struck at 229 -2100. Equal Opportunity /Affirmative Action Employer O • • ORDINANCE NO. AN ORDINANCE AMENDING THE STILLWATER CITY CODE, SECTION 31.01 SUBDIVISION 27 (10) DESIGN REVIEW PERMITS The City Council of the City of Stillwater, Minnesota, does ordain: 1. Section 31.01 Subd. 27 (10) B of the Stillwater City Code is amended to hereafter read as follows: "31.01 Subd. 27 (10) Design Review Permits B. Establishment of Committee. The Design Review Committee as set forth in this section shall consist of the Heritage Preservation Commission as it is set forth and established pursuant to Stillwater City Code Section 22 (10)." 2. Section 31.01 Subd. 27 (10) C of the Stillwater City Code is amended to hereafter read as follows: "31.01 Subd. 27 (10) C. Required When: Design review that is required by this section shall be required at any time that a site alteration permit is required pursuant to the Heritage Preservation Commission Chapter 22.10 Subd. 6 of the Stillwater City Code." 3. Section 31.01 Subd. 27 (10) oof the Stillwater City Code I is amended to hereafter read as follows: "31.01 Subd. 27 (10) I. Findings and Decisions. Upon findings made by the City Council that the application, subject to any conditions of approval, will: 1. Secure the purposes of the Zoning Ordinance, the Comprehensive Plan and the Heritage Preservation Ordinance found at Section 22.10 of the Stillwater City Code." 4. Section 31.01 Subd. 27 (10) I (2) of the Stillwater City Code is hereby deleted. 5. Section 31.01 Subd. 27 (10) of the Stillwater City Code is amended by deleting subsection F and adding subsections F (1) and F (2), which shall hereafter read as follows: 1990. Attest: Published: "31.01 Subd. 27 (10) F. Review of Application by the Design Review Committee. 1. The Design Review Committee as established by this section, shall review all applications. The Community Development Director shall arrange with the applicant a time and place of meeting between the applicant and the Design Review Committee and the Committee shall thereafter Bake reports and recommendations to the Planning Commission and the City Council. 2. Sign Permits. The Design Review Committee shall make a final decision on the granting or denial of a sign permit after seeking the recommendation of the Community Development Director. The sign applicant or any party aggrieved by the decision of the Committee has a right to appeal the decision to the City Council, which shall sit as a Board of Adjustment and Review." 6. In all other ways, the Stillwater City Code shall remain in full force and effect. 7. This Ordinance shall be in full force and effect from and after its passage and publication according to law. Adopted by the City Council this Mary Lou Johnson, City Clerk Wally Abrahamson, Mayor day of • • • • ORDINANCE NO. AN ORDINANCE AMENDING THE STILLWATER CITY CODE, SECTION 22.10 HERITAGE PRESERVATION COMMISSION SUBDIVISION 6 (1) SITE ALTERATION PERMIT The City Council of the City of Stillwater, Minnesota, does ordain: 1. Section 22.10 Subd. 6 of the Stillwater City Code, Review of Permits, (1) c is amended to hereafter read as follows: "22.10 Subd. 6 (1) c. c. Signs. The Design Review Committee shall make a final decision on the granting or denial of a sign permit after seeking the recommendation of the Community Development Director. The sign applicant or any party aggrieved by the decision of the Committee has a right to appeal the decision to the City Council, which shall sit as a Board of Adjustment and Review." 2. In all other ways, the City Code shall remain in full force and effect. 3. This Ordinance shall be in full force and effect from and after its passage and publication according to law. 1990. Attest: Adopted by the City Council this Mary Lou Johnson, City Clerk Published: Wally Abrahamson, Mayor day of